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IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


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Corporation 


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23  vmST  MAIN  STRUT 

WEISTn,N.Y.  I4SM 

(716)t72-4S03 


CIHM/ICMH 

Microfiche 

Series. 


CIHIVI/iCIVIH 
Collection  de 
microfiches. 


Canadian  Institute  for  Historical  IVIicroraproductions  /  Institut  Canadian  da  microraproductions  historiquaa 


Tachnical  and  Bibliographic  Notaa/Notaa  tachniquas  at  bibliographiquaa 


Tha  Inttltuta  hat  attamptad  to  obtain  tha  baat 
original  copy  availabia  for  filming.  Faaturaa  of  thia 
copy  which  may  ba  bibliographically  uniqua. 
which  may  altar  any  of  tha  imagaa  in  tha 
raproduction,  or  which  may  aigiiificantiy  changa 
tha  uaual  mathod  of  filming,  ara  chackad  balow. 


D 


□ 


n 


n 


D 


D 


Colourad  covars/ 
Couvartura  da  coulaur 


I      I    Covers  damagad/ 


Couvartura  andommagia 


□   Covars  rastorad  and/or  laminatad/ 
Couvartura  rastaurte  at/ou  palliculAa 


Cover  title  missing/ 

Le  titre  de  couverture  manque 


I      I    Coloured  maps/ 


Cartes  gAographiquas  en  couleur 


Coloured  inlc  (i.e.  other  than  blue  or  black)/ 
Encre  de  couleur  (i.e  autre  que  bleue  ou  noire) 


I      I   Coloured  plates  and/cr  illustrations/ 


Planches  et/ou  illustrations  an  couleur 

Bound  with  other  material/ 
RallA  avec  d'autres  documents 

Tight  binding  may  cause  shadows  or  distortion 
along  Interior  margin/ 

La  re  liure  serr6e  peut  causer  de  I'ombre  ou  de  la 
distortion  le  long  de  la  marge  intAriaure 

Blank  leaves  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
II  se  peut  que  certaines  pages  blanches  ajouttes 
lors  d'une  restauration  apparaissant  dans  le  taxta. 
mais,  lorsque  cela  Atait  possible,  ces  pages  n'ont 
pas  6ti  filmAas. 

Additional  comments:/ 
Commentaires  supplAmentaires; 


L'institut  a  microfilmi  la  mailleur  exemplaire 
qu'ii  lui  a  At4  possible  de  se  procurer.  Les  details 
da  cat  «vamplalra  qui  sont  paut-Atra  uniques  du 
point  da  vua  bibllographiqua.  qui  peuvent  modifier 
una  image  raproduite.  ou  qui  peuvent  exiger  une 
modification  dana  la  mithode  normale  de  f ilmage 
sont  indiquAs  ci- Jessous. 


r~|   Coloured  pages/ 


Pagaa  da  couleur 

Pages  damaged/ 
Pages  endommag6es 

Peges  restored  and/oi 

Pages  restaurtes  et/ou  pellicuMes 

Pages  discoloured,  stained  or  foxet 
Pages  dicolortes,  tachet^es  ou  piquAes 

Pages  detached/ 
Pages  dttach^es 

Showthrough/ 
Transparence 

Quality  of  prin 

Quality  inigale  de  I'impression 

Includes  supplementary  matarii 
Comprend  du  material  suppMmentaire 

Only  edition  available/ 
Seule  Edition  disponible 


I — I  Pages  damaged/ 

r~p\  Peges  restored  and/or  laminated/ 

r~yt  Pages  discoloured,  stained  or  foxed/ 

I     I  Pages  detached/ 

r~^  Showthrough/ 

rj\  Quality  of  print  varies/ 

r~~|  Includes  supplementary  material/ 

I — I  Only  edition  available/ 


D 


Pages  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc..  have  been  refilmed  to 
ensure  the  best  possible  image/ 
Les  pages  totalement  ou  partlellement 
cbscurcies  par  un  feuillet  d'errata.  une  pelure. 
etc.,  ont  6t6  film^es  A  nouveau  de  fa^on  A 
obtenir  la  meilleure  image  possible. 


This  item  is  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  filmt  au  taux  de  rMuction  indiqu*  ci-dessous 

10X                           14X                           18X                           22X 

26X 

aox 

n/ 

12X 

16X 

aox 

24X 

28X 

32X 

Th«  copy  film«d  h«r«  hM  b««n  raproducad  thanks 
to  tha  ganarosity  of: 

D.  B.  WsMon  Library 
UnKranity  of  Wnttrn  Ontario 


L'axamplaira  fllm4  fut  raproduit  grica  i  la 
g4nAro«it«  da: 

D.  B.  WtMon  Library 
Univarsity  of  Wattvnt  Ontario 


quality 
lagibillty 
tha 


Tha  imagaa  appaaring  hara  ara  tha 
poaalbia  eonsldaring  tha  condition 
of  tha  original  copy  and  in  Icaaping 
filming  contract  spaeiflcationa. 


Original  eoplott  in  printad  papar  covars  ara  nimad 
baginning  with  tha  front  covar  and  andirg  on 
tha  laat  paga  with  a  printad  or  iliuatratad  impnta- 
•ion,  or  tha  bade  covar  whan  appropriata.  All 
othar  original  copiaa  ara  filmad  baginning  on  tha 
first  paga  with  a  printad  or  iliuatratad  impraa- 
aion,  and  anding  on  tha  iairt  paga  with  a  printad 
or  iliuatratad  impraaaion. 


Laa  imagas  suhrantaa  ont  4ti  raproduitas  avac  la 
plus  grand  soin.  compta  tanu  da  la  condition  at 
da  la  nattatA  da  raxamplaira  film*,  at  an 
conformit*  avac  laa  conditions  du  contrat  da 
filmaga. 

Laa  axampiairaa  originaux  dont  la  couvartura  an 
papiar  ast  imprimAa  sont  filmte  an  commandant 
par  la  pramiar  plat  at  wt  tarminant  soit  par  la 
damlAra  paga  qui  comporta  una  amprainta 
d'imprassion  ou  d'illustration.  soit  par  la  sacond 
plat,  salon  la  cas.  Tous  laa  autraa  axamplairas 
originaux  sont  filmto  an  commandant  par  la 
pramlAra  paga  qui  comporta  una  amprainta 
d'imprassion  ou  d'illustration  at  an  tarminant  par 
la  damlAra  paga  qui  comporta  una  talla 
amprainta. 


Tha  laat  racordad  frama  on  aach  microfieha 
shall  contain  tha  symbol  — ^  (moaning  "CON- 
TINUED"), or  tha  symbol  V  (moaning  "END"), 
whichavar  appliaa. 


Un  daa  symbolaa  suivants  apparattra  sur  la 
damMra  imaga  da  chaqua  microfieha,  salon  la 
cas:  la  symbols  -^  signifia  "A  SUIVRE",  la 
symbola  ▼  signifia  "FIN". 


IMaps,  platas,  charts,  ate.,  may  ba  filmad  at 
diffarant  reduction  ratioa.  Thoaa  too  large  to  be 
entirely  included  in  one  expoaura  are  filmad 
beginning  in  the  upper  left  luind  comer,  left  to 
right  and  top  to  bottom,  aa  many  framae  aa 
required.  Thie  following  diagrama  illustrate  the 
method: 


Lee  cartas,  planchea,  tableaux,  etc.,  peuvent  Atre 
filmte  i  dee  taux  da  rMuction  diffirents. 
Loraque  le  document  est  trop  grand  pour  Atre 
reproduit  en  un  soul  ciichA,  ii  est  film*  A  partir 
da  I'angia  supArieur  gauche,  de  gauche  k  droite, 
et  de  hiaut  an  baa,  an  prenant  la  nombre 
d'imagea  nAcaasaira.  Las  diagrammas  suivants 
illustrant  la  m4thoda. 


1 

2 

3 

1 

2 

3 

4 

5 

6 

4 


^mm 


1 


wmm 


THOMPSON'S 


COiVST   PILOT 


"1 


FOR  THK 


r  -: 


UPPER  LAKES,  ON  BOTH  SHORES, 


KBOM 


Cbicago  to  Bnimio,  Green  Bay,  GeoriiailaTai  Lake  Saperior, 


THE  RIVERS  DETROIT,  ST.  CI^IR  AND  OTJC.  XAXIS;  WITH  THK  CO0R8Xt 

AND  DISTANCES  ON  LAKft  ONTARIO,  AND  OTHER  '"        } 

.     INFORMATION  RfiLATITR  THlmBTO.  ^..vU 


ALSO,    A    DESCRIPTION    OT    ALL    THB 

LIGHTS  AND  LIGHTHOUSES 


ON  BOTH  SHORES,  FBOM  OGOXNSBUBO  TO  SUPBRIOR  CITT. 


\ 


\   V 


5 


DETROIT:   /  >*«««»» 

raxx  PR1I88  BOOK  AND  JOB  pfturTuro 
1869. 


•^'W'^^^' 


t^ 


0-*^ 


-7^1 


•H 


v\<g>^y 


Entered  according  to  Act  of  Congress,  in  the  year  1869,  by 
THOMAS  S,  THOMPSON, 

In  the  Clerk's  office  of  the  District  Court  of  the  United  States,  for  the 
Eastern  District  of  Michigan. 


m^ 


NOTICE  TO  MARINERS. 


The  HnlMcriber  begs  to  state  to  those  narrating  the  !«&?«:  that  Thomp* 
son's  Coast  Pilot  is  the  original  one,  prepared  by  him  in  18S8,  and  hkii  vcmm 
through  four  editions,  with  all  the  corrections  suitable  to  the  march  of  the 
times  and  the  improvements  on  the  great  chain  of  Lakes,  or  Inland  Seas. 
The  increased  demand  for  the  work  induces  me  to  bring  forward  a  fifth 
edition,  materially  amended  for  1899. 

I  beg  further  to  state,  that  the  Coast  Pilot  issued  by  Bamet,  in  Chicago, 
is  a  spurious  copy  of  my  first  edition,  printed  in  Chicago  in  1859.  The 
object  of  this  notice  is  to  advise  my  friends,  and  the  Lake  Navigator,  who 
wish  to  purchase  a  useful  book  for  Lake  purposes,  to  call  for  Thompson's 
Coast  Pilot,  and  not  the  Coast  Pilot  of  Bamet. 

Since  the  last  edition  was  printed  I  am  happy  to  state  that  there  are  a 
great  many  improvements  going  on,  such  as  opening  new  outs  for  channels, 
building  piers,  lighthouses,  beacons,  placing  ranges  for  harbors  and  laying 
down  buoys,  etc.,  many  of  which  are  finished,  and  others  to  be  pushed  for- 
ward as  fast  as  possible. 

The  first  improvement  in  point  of  utility  is  the  St.  Clair  Flats,  where  a 
new  straight  cut  is  being  made,  of  a  depth  of  water  sufficient  for  the  l»*g- 
est  class  of  vesssls.  This  cut  or  channel,  when  finished,  will  be  of  the 
greatest  importance  to  the  merchant,  as  well  as  to  the  sailing  community. 
Next  in  importance  is  the  ranges  for  Haumee  Bay  and  River.  These 
ranges  are  so  well  placed  and  constructed  that  there  is  nothing  wanting  for 
the  safe  navigation  of  that  Bay  and  River.  The  new  light  on  the  pier-head 
at  Cleveland,  Ohio,  will  be  of  great  service  to  those  making  that  port. 
Buffalo  Harbor  has  been  improved  by  dredging,  and  repairing  the  piers. 
The  extension  of  the  Lighthouse  pier,  which  will  be  800  feet,  will  prove  a 
great  protection  to  the  harbor,  and  the  Erie  Basin  breakwater — the  exten- 
sion above  spoken  of — will  be  commenced  in  a  short  time.  On  Lake  Huron 
and  Saginaw  Bay  and  River,  also  Sauble  River,  and  Thunder  Bay  River, 
improvements  are  being  pushed  forward  with  rapidity.  Dredging  in  Sagi- 
naw River,  at  the  entrance  and  up  the  river.  I  have  no  doabt  that  thir  sei^ 
son  vessels  of  the  largest  class  will  be  able  to  go  up  rirer  as  far  as  Saginaw 
City  and  Salina.  At  Sauble  River,  piers  are  being  built,  and  when  com- 
pleted will  make  a  good  harbor  of  refuge,  as  well  as  a  good  lumber  reg^ion. 
Saw  mills  and  fishiag  are  the  principal  features  of  this  plaoe.    A  Ligb^ 


NOnOB  TO  MARmRRII. 


hooM  ill  to  be  built  at  Stur^m  Point,  a  few  mileN  above  HnrriHTilln,  and 
will  be  a  loadin^c  noa«it  liffht  for  Tliundor  Buy,  and  alonK  Mhorc.  The 
town  of  Alpena,  ThundtT  B.iy  River,  is  f^jwin^f  rapidly.  A  LigbthoiiHo  will 
be  built  at  thia  place  aa  nuon  an  the  piorH  are  pvnaancntly  finiRhrd,  and 
will  probably  be  placed  on  the  end  of  the  Houth  pier.  Alp<<na  promiiwH  to 
become  a  thrivinff  town,  amd  will  eventually  beoome  an  excellent  harbor ; 
good  fiflhing  all  around  thin  coaat  and  the  inlandH.  The  Alpomi  Harbor 
ImproTement  Company  have  let  contracts  for  building  a  crib  pier,  to  be 
loaded  with  stooe,  extending  Ubta  the  oae  on  the  south  aide  of  the  riTer, 
iato  the  bay  eight  hundred  and  fifty  feet,  and  four  hundred  feet  ia 
now  nearly  completed.  The  bar  will  be  dredged  as  soon  as  the  ice 
leavea,  so  that  there  will  be  thirteen  feet  water.  After  passing  Thunder 
Bay  Island,  the  next  place  of  importance  for  a  harbor  is  Pres(|u'ile,  where 
new  improvement  are  going  on.  The  old  light  is  to  bo  discontinued,  and 
ranges  placed  to  enter  the  harbor.  A  new  Lighthouse  will  be  erected  on 
the  extreme  north  end  of  the  peninsula,  whic*.  will  make  a  good  leading 
light,  up  or  down  the  Lake.  It  is  well  known  to  all  our  old  navigators 
that  Preaqn'ile  Light  could  not  be  seen  coming  down  lake,  until  you  were 
nearly  abreast  of  it.  After  leaving  Fresqn'ile,  the  next  dangerous  place  in 
Spectacle  Reef,  nearly  opposite  the  entrance  to  the  Straits  of  Michilimack- 
inao  and  to  Sheboygan  River,  south  channel.  It  is  proposed  to  erect  a 
LighthoiMe  on  this  reef,  which  would  he  of  great  advantage  to  vessels  nav- 
igating that  channel,  and  alao  the  Straits  of  Mackinaw  (proper).  "A  Light- 
house will  be  built  un  Mackinaw  Island,  and  the  new  light  on  McOulpin's 
Point  (Old  Mackinaw)  will  save  many  a  weary  hour  to  the  miister  and  his 
officers.  A  Lighthouse  will  be  erected  on  St.  Helena  Island.  This  will  be 
of  great  advantage  to  those  running  back  in  the  fall  of  the  year  for  a  har- 
bor. The  new  Lighthouse  at  Skillegolee  ha«  a  prominent  tower,  and  can 
be  seen  16  to  18  miles,  and  is  a  good  mark  for  hauling  round  Point  Waugo- 
flhanoe.  In  going  round,  as  soon  as  the  light  at  Skillegolee  (which  is  red) 
makes  out  to  the  westward  of  Waugoshanoe  Light,  you  can  commence  to 
haul  round  the  point,  and  as  you  can  approach  the  pier  work  within  half  a 
mile  with  safety,  there  is  no  necessity  of  giving  it  so  wide  a  berth  as  many 
oaptains  do.  A  Lighthouse  will  be  built  on  the  extreme  north  end  of  the 
peninsula  at  Grand  Traverse.  The  light  on  the  South  Fox  is  another  great 
improvement  in  passing  through  between  the  South  Fox  and  the  North 
Manitou  Islands.  A  Lighthouse  will  be  built  on  Poverty  Island,  to  lead 
through  that  channel  to  Little  Bay  De  Noo.  A  Lighthouse  lias  boen 
erected  on  Eagle  Bluff,  and  one  on  the  north  end  of  Chamber's  Island. 
These  are  both  prominent  lights.  The  new  cut  across  Grassy  Island  into 
the  channel  at  Fox  River  is  another  great  improvement.  It  makes  a 
•traight  line  from  the  black  buoy  off  Sauble  Bank  Point  to  the  second 
aUke  at  the  mouth  of  the  river,  and  runa  about  NKE  and  S8W.    It  aavae 


HVmCK  TO   MARINKM. 


abont  fnnr  mi1e«i  diiitatire  through  a  ihallow,  crooked  ohuuiel,  and  when 
thit  ran^  ligrhU  arc  ftxcd  thrre  will  he  no  difficulty  In  ent«rin|f  thU  chan- 
nel in  the  ni)fht.  Another  great  impmvtnnpnt,  when  completed,  will  tie 
Bturnpon  Bay  Canal,  a  cut  about  two  milett  lon^  from  the  Bay  to  the  Lake. 
It  will  not  only  Rave  a  distance  of  over  eighty  mile*  run  to  Oreen  Bay  City, 
hut  would  make  a  good  harbor  of  refuge  for  veanela,  and  it  is  hoped  that 
thii  improvement  will  be  carried  out  to  completion.  Large  can  buoy*  will 
be  placed  on  the  WhaleV  Back  Shoal,  in  Oreen  Bay.  A  new  LighthouM 
will  be  built  this  Heanon  on  Cana  iHland,  between  Mud  Bay  and  North  Bay. 
This  light  will  make  a  good  coast  light,  and  will  be  of  gn>at  benefit  to 
those  bound  through  Death's  Door  to  Green  Bay.  Ranges  will  \>e  placed 
in  North  Buy  and  Bayley's  Harbor,  and  the  old  light  discontinur'd.  A 
Lighthouse  is  to  be  erected  at  South  Haven,  and  another  at  Manistee,  on 
the  east  shore  of  Lake  Michigan.  It  is  proposed  to  erect  a  Lighthouse  or  a 
beacon  on  the  middle  ground  off  Racine.  These  improvements  will  add 
materially  to  the  safety  of  vessels  cruising  on  this  Lake  and  Oreen  Bay. 
The  pier  at  Devil  River  will  be  extended  into  13  feet  water,  so  that  vcsseU 
can  load  alongside. 

Lake  Superior — The  new  lights  and  improvements  on  Lake  Superior  are 
a  prominent  feature.  A  new  Lighthouse  will  be  built  on  Grand  Point 
au  Sauble.  This  will  be  a  good  leading  light  for  Grand  Island  Harbor,  and 
also  as  a  coast  light.  The  new  light  at  the  cast  entrance  to  Grand  Island 
Harbor  is  finished  and  in  good  running  order,  which,  together  with  this 
light,  and  the  ranges,  make  this  harbor  easy  of  access.  Granite  Island  light, 
12  miles  from  Marquette.  The  West  Huron  Island  light,  and  the  ranges 
for  entering  Portage  River  and  Lake,  are  alike  of  importance.  A  Light- 
house is  to  be  built  at  Lac  La  Belle ;  they  are  cutting  a  channel  through 
a  narrow  neck  of  land,  and  making  piers,  which  will  form  a  good  harbor 
for  vessels  loading  copper,  or  for  a  harbor  of  refuge.  Gull  Island,  between 
Manitou  Island  and  Point  Keweenaw,  hf\8  a  Lighthouse  erected  thereon, 
and  is  of  great  assistance  in  passing  through  this  channel.  The  beacon  on 
Stanard's  Rock  will  be  another  great  satisfaction  to  the  weary  mariner. 

The  new  cut  through  Portage  River,  into  Lake  Superior,  when  com- 
pleted, will  eclipse  all  other  improvements  on  this  lake  or  on  any  other,  of 
the  kind.  It  will  save  over  one  hundred  miles  in  distance  to  vessels  and 
steamers  bound  to  Ontonagon  and  Superior  Cif.y,  and  will  make  a  good  harbor 
in  bad  weather.  The  harbor  of  Ontonagon  is  under  improvement,  and  it 
is  hoped  that  steamers  will  be  able  to  reach  the  docks  inside  the  river  this 
season.  Passage  Island  light  is  to  be  rc-lighted  this  year.  This  passage, 
and  also  all  the  passages  through  the  Apostle  Ibluuds,  are  of  the  moat  pic- 
turesque appearance.  At  Superior  Harbor  (River  St.  Louis),  they  are 
building  a  pier  of  protection  and  other  improvements,  with  deep  water 
through  the  passage.    Great  benefita  will  be  derived  from  all  the  improve- 


mi 


O  NOnOK  TO  MARIMBM. 

nenta  along  the  borden  of  our  upper  lakcn.  It  in,  indeed,  ■  matter  of 
•urpriae  that  «o  many  valuable  improTementii  in  the  harliorii  and  dookii  of 
thin  Hertinn  of  the  great  laken  could  be  no  thoroughly  and  aucceMfuUy 
accomplished  in  a  time  •«>  short.  In  no  section  of  our  country  has  the 
energy  and  enterprise  of  our  people  so  manifested  itself  as  in  the  improv- 
ing  of  the  harbors  and  rivers  of  the  Northwest. 

THOS.  8.  THOMPSON. 


■/r 


^I'f^ 


i/7M 


j^myy-(^'C><-\ 


FLOW  OF  WATER  IN  RIVERS. 


During  the  put  two  joars  observatioim  hare  been  made  under  the  direc- 
tion of  the  Superintendent  of  the  Lake  Survey,  Gen.  W.  F.  Reynolds,  upon 
the  flow  of  watoK)  in  the  several  rivers  which  oonneot  the  several  lakes. 

The  following  are  the  results  of  last  year's  work: 

• 

Maximum  Mean  Dlteharge 

BivSBS.  vvlucltjr.  vulodty.        cubic  feeL 

MilM  par         Mllm  par        per  we- 
hour.  hour.  ond 

Ste.  Marie 1.80  0.66  90,788 

StClair 8.09  2.39  283,726 

Detroit 271  2.04  i'SO.OOO 

Niagara 2.82  1.64  2-12,494 

St-Lawrenoe 1.00  0.65  819,948 

The  river  gauging  is  under  charge  of  D.  Farrand  Henry,  Assistant  Eogi* 
neer  of  the  Lake  Survey  Department,  who,  the  Journal  of  the  Franklin 
IntHttUe,  from  which  we  copy,  says,  "  has  conducted  the  work  with  much 
oare  and  skilL  He  devised  a  '  telegraph  current  meter,'  which  is  said  to 
be  more  delicate  and  perfect  than  anything  of  the  kind  heretofore  used, 
and  hence  the  results  will  be  of  much  value." 

Mr.  Henry  is  a  native  of  Detroit  and  a  son  of  ou?  of  the  early  eminent 
medical  praotioners  in  this  city.  He  entered  this  branch  of  the  publie 
service  many  years  ago  and  devoted  himself  entirely  to  its  interests. 


ClSrOM  FliES  OF  VJiSSELS. 


The  Treuary  I>«partment  haa  recently  prumnlfBted  the  loUowtng  «•  the 
Cent  to  be  charged  veanelfl  by  the  Gustwm  House  oAoen,  on  the  opening  of 
navigation : 

1 .  That  when  a  Teiiral  entern  light  from  the  «une  ot  another  diitriot,  ahe 
pay*  a  fee  of  2li  centii  for  an  oiBciiil  oortifloato  to  the  maater'H  oath  on  mak- 
ing report,  under  lUth  paragraph  of  the  act. 

2.  That  when  a  veiwel  enter*  with  a  cargri  from  a  port  or  place  in  the 
same  diHtriot,  she  pays  a  fee  of  35  centa  for  a  permit  to  land  or  deliver  goods, 
under  the  14th  paragraph  of  tho  act. 

8.  That  when  a  vessel  clears,  with  or  without  cargo,  for  a  port  or  place 
in  the  same  district,  she  pays  a  fee  of  25  cents  for  a  clearance  and  OoUeo- 
tor's  certificate,  under  the  10th  paragraph  of  the  act. 

4  That  when  a  vessel  clears  light  to  another  district,  she  pays  the  saaw 
fees  that  she  would  if  laden,  under  the  7th  paragraph  of  the  act. 

S.  That  vessels  trading  on  Lake  Michigan,  exclusively,  laden  exclusively 
with  American  products,  pay  the  same  fees  on  entry  and  clearances  as  other 
vessels. 

S.  That  OoUectors  are  authorised  to  charge  a  fee  of  25  cents  for  certify- 
ing triplicate  manifests  of  goods  transported  in  oond  from  eastern  to 
western  ports  (or  mm  wrsn)  through  Canada. 


' 


,  f 


i«the 
Df  of 

i,  ahe 
mak* 

1  the 
aoda, 

>Lioe 
lUeo* 


veljr 
thor 

!ify- 
1  to 


IMl'OUTAXT   10  MARINERS  AND  OTHERS-OFFICIAL  NOTICES. 


VKH8KL8  AltRlVINO  FBOM  KOBKION  PORTB. 

Tho  attt.nti.,1,  of  ownow.  agenti.,  con«igneoH.  miwtors,  and  oommandcrH  of 
ycHsolH  arriving  from  forei^  portj  h  called  to  tl.e  provinion  of  September 
1«,  net  of  ConHrre«8  dated  and  approved  AuguBt  18,  ia'>6 : 

"All  owners,  agents,  consignees,  masters  and  commanders  of  vessels  shall 
deliver  to  tho  collector  of  tho  district,  in  which  the  vessel  shall  first  arrive 
on  her  return  to  the  United  States,  copies  of  any  receipts  for  any  paper, 
given  to  them  by  any  consular  officer,  and  it  shall  bo  the  duty  of  every 
colloctor.of  customs  to  forward  to  the  Secretary  of  the  Treasury: 

"  1 .  All  such  copies  of  receipts  as  shall  have  been  so  furnished  to  him. 

"-.  Astatomontof  all  certified  invoices  which  .hall  have  come  to  hU 
ofllco. 


■' 


ONE  STORY  IS  GOOD  TILL  ANOTHER  IS  TOLD. 


There's  a  maxim  that  aU  should  be  willing  to  mind ; 
•TiB  an  old  one,  a  kind  one,  an  true  aa 'tis  kind; 

'TiB  worthy  of  notice  wherever  yon  roam. 
And  no  worse  for  the  heart  if  remembered  at  home. 
If  scandal  or  censure  be  raised  'gainst  a  friend, 
Be  the  last  to  believe  it,  the  first  to  defend ; 
Say,  to-morrow  will  come,  and  time  will  unfold 
That  "  one  story  is  good  till  another  is  told." 

A  friend,  Uke  a  ship,  when  with  music  and  song 
The  tide  of  Bood  fortune  still  speeds  him  along ; 
Bui  see  him  when  tempest  hath  left  him  a  wreck. 
And  any  mean  billow  can  batter  his  deck ; 
But  give  me  the  heart  that  true  sympathy  shows. 
And  clings  to  a  messmate  whatever  wind  blows ; 
And  f\ye,  when  aspersion,  unanswered,  grows  bold, 
Wai  ,  "one  story's  good  till  another  i«  told." 


•« 


V  i 


hv 


■■I  W 


T.  8.  T. 


.^-!? 


p  'i 


PREFACE. 


V    i 


:>  i; 


In  presenting  the  fifth  edition  of  the  Coast  Pilot  to  the  L&ke 
Navigator,  the  subscriber  wonld  respectfully  say  that,  by  the 
assistance  of  the  lake  surveys,  and  his  own  observations  on  bis 
usual  tour  round  the  Lakes,  he  has  been  enabled  to  amend  the 
work  very  materially.  At  the  same  time,  he  would  tender  to 
the  fraternity  his  hearty  thanks  for  the  appreciation  of  his 
efforts  which  has  rendered  a  fiflh  edition  necessary,  and  would 
further  recommend  it  to  the  young  navigator  as  well  as  to 
those  who  are  from  the  Seaboard,  or  otherwise  unacqaaintod. 

All  the  late  improvements,  new  lighthouses,  buoys,  beacons, 
docks,  etc.,  will  be  given ;  also,  custom  house  regulations,  and 
other  information  relative  to  Lake  Navigation,  which  will  ren- 
der it  a  necessary  companion  for  all  Pilots  on  the  great  chain  of 
Lakes. 

'  ■  THOS.  S.  THOMPSON, 

Late  Pilot  U.  8.  Revenue  Steamer  W.  P.  Fetaenden. 
Detroit,  1860. 


.,,--< 


IIFMAIIKS  ON  TIIM  MAlilNKll'S  COMPASS. 


IJy  lref|iient  nxpuriments,  it  lias  been  touiul  that  compasses 
Hliniild  not  be  nearer  together  than  4  feet  G  inches,  to  avoi«l  the 
(liHturbance  known  to  exist  when  two  needles  are  placed  nfii 
each  other.  The  error  from  this  source  has,  in  many  cases,  been 
eight  degrees.  Where  it  is  convenient,  one  compass  to  staer  by 
is  particularly  recommended,  and  a  standard  compass  for  refer- 
ence placed  on  t.ie  centre  lino  of  the  vessel,  and  as  far  from 
iron  work  as  possible — say  7  feet.  Vertical  iron  stanchions 
should  be  at  least  14  feet  from  the  compasses.  In  steamboats, 
the  compass  is  materially  affected  by  the  telescopic  funnels,  or 
smoke  stacks,  especially  when  hot;  and  when  taken  down,  can 
be  8ensil)ly  observed.  The  standard  compass  should  be  raised 
much  higher  from  the  decKs  of  iron  vessels  than  wooden  ones. 

I  have  found  great  difference  in  compasses  on  these  lakes — 
hardly  two  will  agree.  In  going  from  a  vessel  into  a  propeller 
or  steamboat,  the  difference  is  seen  immediately.  No  doubt 
that  many  accidents  to  boats  and  vessels  have  happened  from 
this  cause — not  knowing  how  your  compasses  will  lead  you. 
There  is  no  remedy  for  this  difFerenne,  except  by  constant  run- 
ning on  a  route,  when  you  will  find  out  how  your  corapasaes 
will  lead  you ;  and  by  strict  observation,  the  use  of  the  lbad, 
and  a  good  look-out,  you  may  run  with  safety  in  all  pilotable 
waters.  t.  s,  t. 


NoTK. — The  action  of  the  (soinpiDss  on  Lake  Michijfiin,  throupfh  the 
Str.iitH  and  liiikc  Huron,  etc. — In  runniufjr  down  the  Lake  from  Chicago  tt- 
the  Manitou  Islands,  your  compasses  will  lead  you  to  the  Eastward,  increas- 
in(J!'  gradually  from  !i  to  ((  degrees,  aa  you  approaiih  the  islands ;  but  in  run- 
ning due  north,  the  compass  will  show  more  correct.  On  the  return  courses 
from  the  islands  to  the  West  shore,  the  compass  is  still  more  affected. 
(See  explanation,  page  24.) 

In  passing  through  the  Straits,  between  the  Manitt)us,  Foxes  and  Beaver 
Islands,  the  compass  will  lead  you  about  3  to  3  degrees  to  the  Eastward, 
and  here  it  is  necessary  to  keep  a  sharp  look-out ;  but  as  you  can  generally 
see  Skillegolee  and  Point  Waugoshance  Lights  at  the  same  time,  they 
being  only  8^  miles  apart,  there  is  no  excuse  for  making  a  mistake  in  clear 
weather.  After  passing  Point  Waugoshance,  the  courses  are  pretty  true 
till  you  get  down  as  far  as  Thunder  Bay  Island,  when  your  compass  will 
begin  to  lead  you  tu  the  Eastward  about  4  degrees.  The  course  being 
from  Thunder  Bay  Island  Lighthouse,  SbyE^E,  to  Point  aux  Barques,  close 
to.  On  Lake  Superior  there  is  very  little  di£Fcrenue  in  return  course, 
although  the  variation  is  greater  in  short  distances. 


THOMPSON'S 


COAST  PILOT  FOR  THE  UPPER  LAKES. 


IHACNITIIDE  or  THE  LIKES  OR  "  IHLIND  8E18,'* 

NoTuiNo  but  a  voyage  over  all  of  the  great  bodies  of  water 
forming  the  "  Inland  Seas,"  can  famish  the  tourist  or  scientifio 
explorer  a  just  idea  of  the  extent,  depth,  and  clearness  of  the 
waters  of  the  Great  Lakes  of  America,  together  with  the 
healthy  influence,  fertility,  and  romantic  beauty  of  the  numer- 
ous islands,  and  surrounding  shores,  forming  a  circuit  of  about 
4,000  miles,  with  aa  area  of  90,000  square  miles,  or  about  twice 
the  extent  of  the  State  of  New  York — extending  through 
eight  degrees  of  latitude,  and  sixteen  degrees  of  longitude — 
this  region,  embracing  the  entire  north  half  of  the  temperate 
zone,  where  the  purity  of  the  atmosphere  vies  with  the  purity 
of  these  extensive  waters,  or  "  Inland  Seaf,"  being  connected 
by  navigable  rivers  or  straits. 

The  States  washed  by  the  Great  Lakes,  '^re  New  York,  Penn- 
sylvania, Ohio,  Michigan,  Indiana,  Illinois,  Wisconsin,  Minne- 
sota, and  Ontario— the  boundary  line  between  the  United 
States  and  the  British  Possessions  running  through  the  center 
of  Lakes  Superior,  Huron,  St.  Glair,  Erie  and  Ontario,  together 
with  the  connecting  rivers  or  straits,  and  down  the  St.  Law- 
rence River  to  the  45tb  parallel  of  latitude.  From  thence  the 
St.  Lawrence  flows  in  a  northeast  direction  through  Canada 
into  the  Gulf  of  St.  Lawrence.  The  romantic  beauty  of  the 
rapids  of  this  noble  stream,  and  its  majestic  flow  through  % 
healthy  and  rich  section  of  country,  is  nnnarpassed  for  grand 
lake  and  river  scenery. 

3 


■t 


u 


Thompson's  cx)A8t  pilot. 


Lake  SrPEiiron,  the  largest  of  the  Inland  Seas,  lying  bet  .veen 
46°  30'  and  4!)°  north  latitude,  and  between  S3°  30'  and  9"J%30' 
west  longitude  Irom  Greenwich,  is  situated  at  a  height  af  600 
feet  above  the  Gulf  of  St.  Lawrence,  from  which  it  is  di/ttant 
about  1,500  miles,  by  the  course  of  its  outlet  and  the  St.  Law- 
rence River.  It  is  460  miles  long  from  east  to  west,  and  170 
miles  broad  in  its  widest  part,  with  an  average  breadth  of  85 
miles;  the  entire  circuit  being  about  1,200  miles.  It  is  800  feet  in 
greatest  depth,  extending  200  feet  below  the  level  of  the  ocean. 
Estimated  area,  31,500  square  miles,  being  by  iar  the  largest  body 
of  fresh  water  on  the  face  of  the  globe — celebr.ited  alike  for  its 
sparkling  purity,  romantic  scenery,  and  the  healthy  influence  of 
its  surrounding  climate.  About  one  hundred  rivers  and  creeks 
are  said  to  dow  into  the  lake,  the  greatest  part  being  small 
streams,  and  but  few  navigable  except  for  canoes,  owing  to 
numerous  falls  and  rapids.  It  discharges  its  waters  eastward, 
by  the  straits,  or  River  St.  Mary,  60  miles  long,  into  Lake 
Huron,  which  lies  26  feet  below,  there  being  about  20  feet 
descent  at  the  Sault  Ste.  Marie,  which  is  overcome  by  means  of 
two  locks  and  a  ship  canal.  Its  outlet  is  a  most  lovely  and 
romantic  stream,  embosoming  a  number  of  large  and  fertile 
islands,  covered  with  a  rich  foliage. 

Lake  Michigan,  lying  about  576  feet  above  the  sea,  is  320 
miles  long,  84  miles  broad,  and  700  feet  deep;  area,  22,000 
square  miles.  This  lake  lies  wholly  within  the  confines  of  the 
United  States.  It  presents  a  large  expanse  of  water,  with  but 
few  islands,  except  near  its  entrance  into  the  straits  of  Macki- 
nac, through  which  it  discharges  its  surplus  waters.  The  strait 
is  30  or  40  miles  in  length,  and  discharges  its  accumulated 
waters  into  Lake  Huron,  on  nearly  a  level  with  Lake  Michigan. 
At  the  north  end  of  the  lake,  and  in  the  straits,  are  several 
large  and  romantic  islands,  affording  delightful  resorts. 

Grbkn  Bay,  a  most  beautiful  expanse  of  water,  containing 
several  small  islands,  lies  at  about  the  same  elevation  as  Lake 
Michigan ;  it  is  100  miles  long,  20  miles  broad,  and  60  feet 
deep ;  area,  2,000  square  mile,- .  This  is  a  remarkably  pure 
body  of  water,  presenting  lovely  shores,  surrounded  by  a  fruit* 
ful  and  healthy  section  of  country. 


THOMPSON  8   C0A8T  Tll/rV. 


15 


Lakb  Hcron,  lying  at  a  height  of  574  feet  above  the  sea,  is 
250  miles  long,  100  miles  broad,  ami  750  feet  greatest  depth ; 
area,  21,000  square  miles.  This  lake  is  almost  entirely  free  of 
islands,  presenting  a  large  expanse  of  pure  water.  Its  most 
remarkable  feature  is  Saginaw  Bay,  lying  on  its  western  bor- 
der. The  waters  of  this  lake  are  now  whitened  by  the  sails  of 
commerce,  it  being  the  great  thoroughfare  to  and  from  Lakes 
Michigan  and  Superior.  / 

Gkoroian  Bay,  lying  northeast  of  Lake  Huron,  and  of  the 
same  altitude,  being  separated  by  islands  and  headlands,  lies 
wholly  within  the  confines  of  Canada.  It  is  140  miles  long,  55 
miles  broad,  and  500  feet  in  depth ;  area,  5,000  square  miles. 
In  the  North  Channel,  which  communicates  with  St.  Mary's 
liiver,  and  in  Georgian  Bay,  are  innumerable  islands  and  inlets, 
forming  an  interesting  and  romantic  feature  to  this  pure  body 
of  water.  All  the  above  bodkes  of  water,  into  which  are  dis- 
charged a  great  number  of  streams,  find  an  outlet  by  the  River 
St.  Clair,  commencing  at  the  foot  of  Lake  Huron,  where  it  has 
only  a  width  ef  1,000  feet,  and  a  depth  of  from  20  to  60  feet, 
flowing  with  a  i  ipid  current  downward,  38  miles,  into 

Lake  St.  Clair,  which  is  25  miles  long  and  about  as  many 
broad,  with  a  small  depth  of  water;  the  most  difficult  naviga- 
tion  being  encountered  in  passing  over  "5<.  Clair  Flatt"  where 
only  about  12  feet  of  water  is  afforded.  Detroit  River,  27  miles 
in  length,  is  the  recipient  of  all  the  above  waters,  flowing  soath- 
ward  through  a  fine  section  of  country  into 

Lake  Erie,  t\iQ  fourth  great  lake  of  this  immense  chain.  This 
latter  lakn  again,  at  an  elevation  above  the  sea  of  564  feet,  250 
miles  long,  60  miles  broad,  and  204  feet  at  its  greatest  depth, 
but,  on  an  average,  considera'/iy  less  than  100  feet  deep,  dis- 
charges its  surplus  waters  by  the  Niagara  River  and  Falls,  into 
Lake  Ontario,  330  feet  below ;  51  feet  of  this  descent  being  in 
the  Rapids  immediately  above  the  Falls,  160  feet  at  the  Falls 
themselves,  and  the  rest  chiefly  in  the  Rapids  between  the  Falls 
and  the  mouth  of  the  river,  22  miles  below  Lake  Erie.  This  is 
oomparat'  -ely  a  shallow  body  of  water;  and  the  relative  depths 
of  the  great  series  of  lakes  may  be  illustrated  by  saying,  that 


(r^'t 


16 


THOMPSONS   00A8T>  PILOT. 


r  I 
i  ! 
f  5 


if 


the  surplus  waters  ponreel  from  the  vast  bawu  of  Superior, 
Michigan  and  Huron,  flow  across  the  plaU  of  Erie  into  the  deep 
howl  of  Ontario.  Lake  Erie  is  reputed  to  be  the  only  one  of 
the  series  in  which  any  current  is  perceptible.  The  fact,*  if  it 
is  one,  is  usually  ascribed  to  its  shallowness ;  but  the  vast  vol- 
ume of  its  outlet — the  Niagara  River — wuh  its  strong  current, 
ie  a  much  more  favorable  cause  than  the  small  depth  ot  its 
water,  which  may  be  far  more  appropriately  adduced  as  the 
reason  why  the  navigation  is  obstructed  by  tee  much  more  than 
either  of  the  other  great  lakes. 

The  ascertained  temperature  in  the  middle  of  Lake  Erie, 
August,  1845,  was  temperature  ot  air  76°  Fahrenheit,  at  noon ; 
water  at  surface  73° — at  bottom  53°. 

Lake  Ontario,  the  fifth  and  last  of  the  Great  Lakes  of  Amer- 
ica, is  elevated  234  feet  above  tide-water  at  Three  Rivers, 
on  the  St.  Lawrence ;  it  is  180  miles  long,  60  miles  broad,  600 
feet  deep. 

Thus  hatin  succeeds  hasin,  like  the  locks  of  a  great  canal,  the 
whole  length  of  waters  from  Lake  Superior  to  the  Gulf  of  St. 
Lawrence  being  rendered  navigable  for  vessels  of  a  large  class 
by  means  of  the  Welland  and  St.  Lawrence  Canals — thus  ena- 
bling a  loaded  vessel  to  ascend  or  descend  600  feet  above  the 
level  of  the  ocean,  or  tide-water.  Of  these  five  £;reat  lakes. 
Lake  Superior  has  by  far  the  largest  area,  and  Lake  Ontario  has 
the  least,  having  a  surface  only  of  about  one-fifth  of  that  of 
Lake  Superior,  and  being  somewhat  less  in  area  than  Lake 
Erie,  although  not  much  less,  if  any,  in  the  circuit  of  its  shores. 
Lake  Ontario  is  the  safest  body  of  water  for  navigation,  and 
Lake  Erie  the  most  dangerous.  The  lakes  of  greatest  interest 
to  the  tourist  or  scientific  traveler  are  Ontario,  Huron,  together 
with  Georgian  Bay  and  North  Channel,  and  Lake  Superior. 
The  many  picturesque  islands  and  headlands,  together  with 
the  pure,  dark  green  waters  of  the  Upper  Lakes,  form  a  most 
lovely  contrast  during  the  summer  and  autumn  months. 

The  altitude  of  tbe  land  which  forms  the  water-shed  of  the 
Upper  Lakes  does  not  exceed  from  600  to  2,500  feet  above  the 
level  of  the  ocean,  while  the  altitude  of  the  land  which  iomu 


.1 


il'^ife*.^ 


thomi'Son's  ooast  pilot. 


17 


the  water-shed  of  Lake  Cbamplain  and  the  lower  tribataries  <^ 
the  St.  Lawrence  River  rises  from  4,000  to  5,000  feet  above  the 
level  of  the  sea  or  tide-water,  in  the  States  of  Vermont  and 
New  Cork. 

The  divide  which  separates  the  waters  of  the  Gnlf  of  Mexico, 
from  those  flowing  northeast  into  the  St.  Lawrence,  do  not  in 
some  places  exceed  ten  or  twenty  feet  above  the  level  of  Lakes 
Michigan  and  Superior ;  in  fact,  it  is  said  that  Lake  Michigan, 
when  under  the  influence  of  high  water  and  a  strong  northerly 
wind,  discbarges  some  of  its  surplus  waters  into  the  Illinois 
River,  and  thence  into  the  Mississippi  and  Gulf  of  Mexico^so 
low  is  the  divide  at  the  southern  terminus. 

When  we  consider  the  magnitude  of  these  Great  Lakes,  the 
largest  body  of  fresh  water  on  the  globe,  being  connected  by 
navigable  straits  or  canals,  we  may  quote  with  emphasis  the 
wdrds  of  an  English  writer :  "  How  little  are  they  aware,  in 
Europe,  of  the  extent  of  commerce  upon  these  '  Inland  Seas,'* 
whose  coasts  are  now  lined  with  flourishing  towns  and  cities ; 
whose  waters  are  plowed  with  magnificent  steamers,  and  hun* 
dreds  of  vessels  crowded  with  merchandise  I  Even  the  Amer- 
icans themselves  are  not  fully  aware  of  the  rising  importance  of 
these  great  lakes,  as  connected  with  the  Far  West." 


TRIBPTARIES  OF  THE   GREAT  LAKES  AID  ST.  LAW- 
RENCE RI¥ER. 

Unlike  the  tributaries  of  the  Mississippi,  the  streams  falling 
into  the  Great  Lakes  or  the  St.  Lawrence  River  are  mostly 
rapid,  and  navigable  only  for  a  short  distance  from  their 
months. 

The  following  are  the  principal  rivers  that  are  navigable  for 
any  considerable  lenj^th : 

AMERICAN  SIDK  VH«i. 

St.  LoaU  BiTer,  Kinn.,  Superior  to  Fond  dn  Lm 90 

Fox,  or  Neenab,  Wis.,  Oreen  Bay  t»  Lake  WinnelMgo* M 

8t  Joaeph,  Mich.,  Bl.  Joteph  to  Kllea 26 

*  By  means  of  seventeen  looks,  overoomint  an  eleration  of  170  feet. 


18  thompsok'b  coast  pilot, 

Onnd  Klver,  If  Icb.,  Orand  Haven  to  Orand  Rapldi 40 

Muikcgon,  MInli,,  MunkcKoti  to  NowayK" •••  40 

8a||iDi>w,  Mli'h.,  Baglnaw  Day  to  Upper  Hngiaaw SO 

llanmec,  tJblo,  Muumce  Bay  to  Pvrryiburgh 18 

OuneMe,  N.  V.,  Clutrlolt«)  to  KocUONtcr IK....  8 

CAN.IDIAN  BIUK.  Mllei. 

TharaeR,  Lake  Bt.  Clair  to  Chatham 24 

Ottawa,  l<a  Chinv  to  Carillon 40 

•*     (By  incaniof  luoki  to  Ottawa  City)* 70 

Richelieu  or  tiorel,  Horel  to  Lake  Cbainpluin  (by  lockR) 7( 

H.kKuenay,  Toilusac  to  Chlcimtlmi 70 

(Thence  to  Lake  Ut  John,  60  in.) 


LAKE  AND  RITER  NATIGATION. 

FROM  FOND  DU  LAC,  LAKE  SUPERIOR,  TO  THE  OULF  OF  8T.  LAWRENCS. 


LAKES,  RIVERS,  Ktc. 

Length  in 
mileii. 

Greatfut 
brcndlb. 

Average 
breadth. 

Depth  in 
feet. 

El.   above 

sea. 

Superior  

St.  Mary'N  Rivur 

Micliigan 

460 

60 

320 

100 

40 

250 

150 

140 

38 

25 

27 

260 

36 

180 

760 

•  ••• 

•  •  •  • 

•  ••  • 

170 
5 

85 

25 

20 
100 

20 

65 

IX 
26 

a 

70 

3 

68 

100 

..  •  • 

..  *• 

...  • 

•••• 

86 

2 
68 
18 
10 
70 
10 
40 

1 
18 

1 
40 

1 
40 

2 

4 

5 

S 

U 

1 

1 

800 
10  to  100 

"UO 

100 
20  to  •>'» 

700 
If  to  200 

600 
20  to   60 
10  to    20 
10  to   60 

aoo 

600 

600  feet 

678    " 

676    " 

676    " 

574    " 

North  Cliiiniicl •. 

574    " 

Guorifiai)  Bay • 

674    •' 

St.  Ciulr  Rivur 

I^ike  Hi  Oluirt 

668    " 

Detroit  Rivei' 

Erie 

664    " 

224    ** 

Bt.  Lawrence  River 

liuke  St.  FniovU,  loot  I.«ng 
ShuIi 

..a 

142    " 

Lake  Hi.  Louts,  fool  Caacnde 
Kap.da 

58    " 

At  Montreal  ■.■■•...■>>.■■■. 

13    " 

Lake  Su  I'elcr  

6    " 

Ttdewuter  at  Three  Rivers. . 
At^iuebeo : 

0    " 
0    " 

To  ial  milea  navigation 

2,836 

'I'he  navigation  for  ateameri  extendi  160  miles  above  Ottawa  City,  by  means  of  portagea 
•nd  locks. 

t  I'he  St.  Clair  Flatt,  which  have  to  be  passed  by  all  large  steamers  and  sail  vessels, 
running  from  Lake  Erie  to  the  Upper  Lakes,  now  afi'ords  twelve  feet  of  water.  A  new 
channel  Is  being  cut  through  over  the  Flats  in  a  straight  line  with  the  flr^t  reach  of  St  Clatr 
Blver,  where  range  lights  will  be  fixed. 


l^tlHiiH       I""  — 


THOMPSON  8  0OA8T   PiriOT. 


I» 


cornsEs  axd  distaivces  on  lake  micniGiN. 

19*AII  council  marked  tliUK  I*]  arc  rooKnetlc.                                             L'ourM>«.  Mllea. 

From  Chtca«o  to  UroM  Point NNW  12 

"      ChlCBBO  to  Kacliiu    *S}i\V  67 

"      Chlpntioto  Houth  Miinltou  lalaixl 'NhsKiSK  til 

"     Chicago  (o  Grand  River 'NKhN  10» 

"      Cblcu(!otu  Kulamaxoo  Itlvcr *NK]kE  W 

"      (,'hloa((oto  Ht..ro^cI.ll KhyN'^N  fll 

"      Chlcaijoto  Now  Huffilo 'KJiS  46 

"      Chicago  to  Michigan  City Kt<>8  8S 

"      RaeinctoMi<Mi<an  Clly •SKb)S^ri  83 

"      Milwaukee  to  Michigan  City •BKbySXS  101 

"      MiinltowootoMichiin»nClty..f ♦ShyE  16H 

"      Milwaukuu  to  Ht.  Joseph  River *bKj(U  02 

•"      Port  Washington  to  St.  Joseph  River *iiK\H  109 

"      Sbuboygnn  to  8t.  JoHt'ph  River SKbyH,\8  127 

"      Mniiltuwoc  to  rit.  Joieph  River *MijE  148 

"      Kewaunuo  to  St.  Jo«cph  River ♦;?9EX8  169 

"     Grand  River  to  MUwaoJcco Wi^S  84 

"      Port  Washington  to  Grand  River *Eby8^8  8;: 

"     Bheboygan  to  Grand  Kivcr..... *UEbyEjltE  filH 

"      Manitowoc  to  Grand  River...! •BEjIfB  100 

"      Kewaunee  to  Grand  River ♦8Eby«M8  lio 

"     Mhcboyson  to  the  South  Manltou  Island NE^IT  1^ 

"      Manitowoc  to  the  South  Maoitou  Island NK)<E  07^ 

'*      Manitowoc  to  Gnuia  Point  au  Sauble *E>^S  66 

'•      Death's  Door  to  Grand  Point  au  riaublo 'UbyE^tE  SO 

"      Death's  Door  to  Manitou  Islands *ijEbyE  Ey  48 

"      Bailey's  Uarhor  to  South  Mviltou  Island Ei^S  46 

"  Twin  Rivers  to  abreast  of  Beaver  Island,  leaving  the  Manltou 
Islands  to  the  eastward,  and  the  Fox  Islands  to  the  west- 
ward  nk;<b  140 

"  Big  Traverse  Lighthouse  to  Rock  Island  (entrance  to  Green 
Bay,  North  Channel),  leaving  tha  Fox  Islands  to  the  north- 
ward  t •WbyNji^N  06 

*'      Big  Traverse  to  Point  Waugo«hanoe NEbyNJ^N  44 

•<      SKillegolee  to  Pine  River H.i^W  20 

<•     eiclliegolea  to  Point  Waugoshanoe  Lighthouse S27''W  8X 

FROM    POINT     WAUG08HANCK     LIGHTHOUSE    TO    BEAVER    HARBOR, 
TWENTY-ONE   MILES,   A8    FOLLOWS, 

From  a  point  i  mile  South  of  the  Lighthouse,  steer  WbySiS 
13  miles,  to  a  point  i  mile  north  of  Hog  Island  Reef ;  thenoe 
west  8  miles  to  Beaver  Harbor. 

Hog  Island  Reef— least  water,  6i  feet — is  8i  miles  from  the 

south  point  of  Hog  Island;  6^  miles  SbyW^W  from  Hat 
Island ;  about  south  from  the  small  island  near  the  east  coast 


■I  1 


20 


THOMPSON  fl  COAST  PILOT. 


of  Hog  Inland,  and  SEiS  4^  milcH  from  the  SW  point  ol  Hog 
Island. 

Tho  range  line  of  the  NW  and  NB  points  of  the  Big  Beaver 
Island  runs  EbyS,  and  paHRes  1  mile  to  the  northward  df  Hog 
Island  Reef,  and  about  ^  mile  to  the  southward  of  a  small  shoal 
of  6  feet  water,  lying  li  miles  south  of  the  SW  pcint  of  Hog 
Island,  where  Hat  Island  is  just  shut  in  by  the  S£  point  of 
Hog  Island. 

In  p;o!ng  nom  point  Waugoshance  to  Beaver  Harbor,  the 
range  of  tho  NW  ar.d  N£  pointti  of  Big  Beaver  Island  should 
not  be  crossed  until  Hog  Island  bears  north. 

FROM     POINT    WAUOOBHANCE    TO   BKAVKB   UARBOR,   LEAVIHO    HOO 
IHT.AND  REEK  TO  8TAKBOARD,  TWENTV-TWO  MILK»,  AS  FOLLOWS:    , 

From  Point  Waugoshance  Lighthouse  SW^W  lOJ  miles,  or 
until  Skillegolee  LighthouHe  bears  ESE;  thence  west  5^  miles; 
thence  WbyN^N  6  milee.  Lighthouse  on  starboard  hand 
going  in. 

FROM  POINT  WAUQOSnANCE  LIOnTnODSK  TO  OHICAOO,  THREE  HUN- 
DRED AND  TWENTr-TUREE  MILES,  AS  FOLLOWS: 

From  Waugoshance  Lighthouse  SW|S  72  miles  to  a  point  6 
miles  east  of  the  South  Manitou  Island  Lighthouse ;  thence  SW 
is  123  miles  to  Sheboygan ;  thence  S^E  128  miles  to  Chicago. 

FROM  WAUGOSHANCE  LIGHTHOUSE  TO  BHEBOTOAN,  PASSING  NORTH 
OF  THE  FOX  ISLANDS,  ONE  HUNDRED  AND  BiaUTYSIX  AND  ONS- 
EIOHTH  MILES,  AS  FOLLOWS: 

Steer  SWfW  25  miles,  then  around  Beaver  Island  for  2 
miles,  till  the  Lighthouse  bears  NW;  thence  steer  WbySJS  for 
19i  miles,  till  the  north  point  of  South  Fox  bears  S£  2  miles 
distant,  when  steer  SWiS  150  miles  for  Sheboygan. 

FROM  WAUGOSHANCE  LIGHTHOUSE  TO  MILWAUKEE,  PASSING  NORTH 
OF  THE  MANITOU  ISLANDS,  TWO  HUNDRED  AND  FORTY-ONK 
MILES,  AS  FOLLOWS: 

Steer  SWiW  for  6U  miles,  passing  U  miles  from  the  south 
point  of  South  Fox,  till  the  west  side  of  North  Manitou  bears 
north,  when  steer  SWbySIS  180  miles  to  Milwaukee.  Bound 
down,  Jceep  the  highest  land  on  the  North  Fox  dosed  in  with 


THOMraONti  OOAMT    i'iLin'. 


tl 


the  aouthern  point  of  South  Fox,  till  within  two  miloi  of  tbii 
point,  to  avoid  tl'o  13  teut  Hlioal  hearing  N^W  and  distant  3| 
iniloB  from  the  moat  Bouthuro  oxtremity  of  South  Fox. 


1 


FROM  WAfUOHHANCK  I.IUIITIloIPK  To  flllUAU**. 

Steer  8 WAS  for  07 i  miles,  till  Point  Botsoy  Lighthouse 
beaiHcant;  thence  SSW^S  for  Chicago. 

The  LighthouHO"  at  Watigoahance  and  Skillegolee  are  8^ 
miles  apart;  and  the  range  line  of  the  two,  as  referred  to  the 
true  meridian  at  Waugoshanoe,  being  just  S27°VV,  a  good 
opportunity  is  afforded  to  masters  of  vesHolo  to  test  the  work- 
ing of  their  compasses  by  dropping  upon  this  range,  either  to 
the  SWbySiS  of  Skillegolee  about  two  miles,  or  to  the  NBby 
N^N  of  Waugosbance  Lighthouse  about  the  same  distance, 
and  sailing  upon  the  range  i  a  mile  or  so,  keeping  the  Light* 
houses  covered  in  both  cases. 

The  White  Shoals  bear  from  Point  Waugoshance  T  lighthouse 
NWiW  4i  miles.  You  can  pass  all  round  them  in  20  to  30 
feet  water.    They  can  be  plainly  seen  in  clear  weather. 

Simmon's  Reef  bears  from  Point  Waugoshance  Lighthouse 
NWbyN  10 j  miles;  is  li  miles  long,  cast  and  west.  You  can 
pass  round  it  from  18  to  24  feet  water,  and  can  be  seen  quite 
plain  in  clear  weather.  It  bears  from  the  White  Shoals  NWby 
FJN  5i  miles,  and  from  the  NW  end  of  St.  Helena  WbyN  17* 
miles. 

The  Indian  Payment  Shoal  bears  from  Simmon*8  Reef  NEby 
EiE  7J  miles,  and  from  the  NW  end  of  St.  Helena  NWJWllJ 
miles.  It  has  from  5  to  11  feet  water  upon  it,  and  can  be 
passed  all  round  in  from  21  to  40  feet  water.  • 

The  shoal  off  the  NW*  end  of  St.  Helena  bears  due  west 
from  the  island  2  miles,  and  can  be  passed  on  either  side  in 
from  25  to  30  feet  of  water.  This  shoal  has  from  8  to  15  feet 
of  water  on  it. 

Gray's  Reefs  bears  from  Point  Waugoshance  Lighthouse 
west  6  miles.  There  are  13  patches  in  all,  on:y  one  of  which 
has  less  than  16  feet  of  water,  and  that  one  is  itear  the  centre. 


THOMPSON  8   COAtfT   PII/)T. 


Eight  of   them  are  pretty  clone  together  nn«l  the  rent  Bcat- 
terfd.     Four  of  th«m  hear  nouth  from  Hat  If<lan<l. 

Hog  Inland  Heef  heam  from  Hat  Inland  SbyWJW  6|  milei, 
and  from  8killegolee  WNW  0}  milen. 

FROM   BBAVKR   IIAKHOR  TO   TIIK   MANITOIT    PAP^AOE,    BIXTYTOREB 
AM)  A  IIAMC  MII.KH,  AH  FOLLOWS: 

Stand  out  of  the  harbor  SEbyE  2  miles;  thence  SJE  8  mileii; 
thence  nouth  10^  milen,  ho  an  to  fall  into  the  route  from  Wau- 
goHhance ;  thence  SW^S  43  milen,  to  a  point  6  mileM  east  of 
the  South  Manitou  Island  Lighthouse. 

FROM  HEAVi.R  IIAUnOR  TO  GREEN  HAY,  BY  ROCK  ISLAND  CHANNEL 
EIOIITYKOUR  MILES,  AS  FOLLOWS: 

Stand  out  of  the  harbor  SEbyE  2  miles;  thence  SiE  8  miles; 
then  follow  the  island  round  at  a  distance  of  1  mile  from  the 
land  for  7  miles,  until  the  Lighthouse  (revolving  light)  at  the 
south  end  of  the  island  bears  north;  thence  WjS  C7  miles  to 
Rock  Island  Lighthouse. 

FROM  WAUOO8HAN0E  LIOnTHOUBE  TO  THE  LIGHTHOUSE  (REVOLVING 
LIGHT)  ON  THE  SOUTH  BLUFF  OF  REAVER  ISLAND,  TWENTY-EIGHT 
AND  A  QUARTER  MILES,  AS  FOLLOWS : 

From  Waugoshance  Lighthouse  SW}W  25i  miles;  thence 
along  shore  to  the  southward  and  westward  3  miles,  at  a  dis- 
tance of  1  mile  from  the  land,  until  the  lighthouse  bears  north ; 
thence  to  Green  Bay,  as  above. 


DIRECTIONS   FOR   SAILING    NORTH  OF  THE   BEATER 

ISLANDS. 

FROM  MACKINAW  TO  8EUL  CHOIX  POINT.  ,      ,- 

From  the  middle  of  Mackinaw  Harbor  WSW  4}  miles,  or 
until  you  range  the  Rabbit's  Back  Point  with  Point  St.  Ignace; 
thence  W^N  to  Seul  Choix  Point. 

This  route  passes  4^  miles  to  the  northward  of  Point  Wango- 
shance  Lighthouse,  and  1^  miles  to  the  north  of  the  White 
Shoals. 


■ 


TiioM  rauM  8  coAirr  viurt. 


aa 


Soul  Choix  Pnint  bears  frum  Oull  IhIaihI,  which  ih  the  went- 
ennoBt  iHlau<l  of  the  lieavur  group,  NbyW^W  10  iiiilca.  The 
water  ia  duep  cloae  to  this  point.  You  can  approach  the  point 
in  from  30  to  56  leet  water,     liocky  Itottom. 


FROM     8EUL    CUOIX     POINT    TO     IIAT    ISLAND,    TUIRTT    MILES,    AS 

FOM-OWB; 

From  Seul  Choix  Point  EbySiS  80  miles;  thence  on  the 
same  course  10  miles,  to  Point  Waugoshance  Lighthouse. 

This  route  passes  2h  miles  south  of  the  White  Shoals,  and 
1|  miles  north  of  Qray's  lieefs. 


FROM  HT.  HELENA  ISLAND  TO  ABREAST  OF  THE  MANITors,  NORTH 
ABOUT,  AND  TO  CUICAOO,  TURKK  HUNDRED  AND  TWKNTTTWO 
MILES. 

From  St.  Helena,  after  clearing  the  shoal  which  is  due  west 
from  the  island  2  miles,  steer  due  west  40  miles ;  thence  SWiW 
16  miles;  thence  SbyW^W,  for  Chicago,  273  miles. 

This  route  is  only  9  miles  further  than  the  Sheboygan  route, 
and  is  far  more  preferable  in  the  fall  of  the  year.  A  vessel  or 
propeller,  by  keeping  the  west  shore  aboard,  can  go  with  a  NW 
and  westerly  wind  in  smooth  water,  and  make  her  passage  with 
ease;  and  in  case  of  being  driven  down  in  thick  weather  to  the 
northward  and  westward  of  the  Beaver  Island  group,  these 
routes  will  be  found  convenient  for  making  the  Straits,  by  keep- 
ing to  the  northward  of  them  all,  and  come  in  to  the  eastward. 

Gull  Island  Shoal  bears  from  Gull  Island  SbyE^E,  from  High 
Island  SWbyW,  and  from  the  SW  point  of  Beaver  Island 
WNW. 

There  are  two  patches  of  shoal  water  a  little  to  the  soath- 
ward  and  eastward  of  Gull  Island  Shoal,  with  16  and  17  feet 
water  on  them.  This  reef  is  about  4^  to  5  miles  from  Gull 
Island.  Between  Gull  Island  and  High  Island  the  water  is 
dc'jp,  being  from  22  to  168  feet,  from  shore  to  shore,  and  is 
nearly  6  miles  wide.  Due  north  carries  you  through  midway. 
The  water  between  High  Island  and  the  Big  Beaver  is  deep, 
being  from  36  to  138  feet.  To  ran  through  this  channel,  keep 
about  midwaj  until  you  are  abreast  of  Trout  Island,  steering 


24 


Thompson's  ooabt  riLCft. 


.*. 


NNE.  This  course  will  carry  you  clear  through,  leaving 
Whisky  Island  and  the  shoal  which  sets  off  from  it  SW  to  port, 
heHt  aboard,  but  is  only  safe  for  small  vessels,  as  there  are  a 
number  of  patches  of  rock  and  sand  with  from  7  to  13  and  17 
feet  of  water  on  thera  ;  but  in  case  a  vessel  should  get  in  here 
in  foggy  weather,  when  you  are  abreast  of  the  NW  point  of 
the  Big  Beaver,  haul  out  NW  until  Trout  Island  bears  SSW, 
then  haul  up  NNE,  leaving  Whisky  Island  and  Squaw  Island 
2  miles  to  starboard,  until  Seul  Choix  Point  bears  WJN ;  thence 
as  above  to  Mackinaw. 

Potter's  Reef  bears  from  Point  Patterson  EbyNf  N  6|  miles, 
and  is  nearly  in  range  with  Point  Patterson  and  Seul  Choix 
Point. 

The  distance  from  Squaw  Island  (which  is  the  most  northern 
island  ot  the  Beaver  group)  to  Point  Patterson  is  9i  miles,  and 
Seul  Choix  Point  is  14}-  miles  from  Trout  Island  and  16  miles 
from  Gull  Island,  leaving  a  deep  channel  of  from  30  to  180  feet 
water. 


FBOH     BBAVER     HARBOR    TO    POINT  "i  WAUGOSHANCK     UQHTHOUSK, 
TWENTY   MILKS  AND   A   HALF. 

From  the  south  dock  at  the  entrance  of  Beaver  Harbor  east 
8  miles,  to  a  point  i  mile  north  of  Hog  Island  Reef;  thence 
EbyNiN12i^  miles,  to  thr  passage  i  mile  south  of  Waugoshance 
Lighthouse,  observing  that  Hog  Island  Reef  lies  in  the  range 
of  Whisky  Island  and  the  south  point  of  Garden  Island;  a 
range  easily  recognized,  and  which  will  serve  to  indicate  the 
vicinity  of  this  dangerous  reef. 


I 


FROM   WAUGOSHANCE   LIGHTHOUSii!  TO  NOKTHPORT  AND  TRAVERSE 
CITY,  IN  TRAVERSE  BAY. 

Steet-  SW^S  9i  miles  till  Skillegolee  Lighthouse  bears  east, 
theuce  SSW  41 J  miles,  till  Northport  Point  bears  NW,  when 
run  for  the  dock.  In  going  in  and  going  out,  look  out  for  the 
shoals  in  the  northern  part  of  the  bay.  To  make  Traverse  Oity 
when  SE  of  Northport  Point,  as  above,  steer  SbyW  24}  miles, 
to  the  dock  at  Traverse  City.  ,  


4- 


TU0UP80N  S  COAST   PILOT. 


25 


UOnTHOUSE  IN  GRAND  TKAVEUSE  BAT. 

The  petition  to  Congress  for  a  Lighthoase  at  tin  northern 
extremity  of  the  peninsula  in  Grand  Traverse  Bay  has  been 
successful,  and  an  order  has  been  issued  for  the  erection  of  the 
building  the  coming  season.  Our  Representative,  Hon.  T.  W. 
Ferry,  \«rill  have  the  hearty  thanks  of  the  dwellers  around  the 
bay,  and  especially  of  the  ship  owners  and  captains,  for  the 
interest  he  has  manifested  in  this  matter. 

FROM    WAUOOSHANCE   LIGIITHOVSE   TO   THE    VILLAGE    OF   LITTLE 

TRAVERSE.  .-.-.   )      .\t   .. 

Steer  SWiS  for  2  miles,  thence  SJW  14  miles,  till  Middle 
village  bears  east,  giving  Skillegolee  or  Isle  Aux  Gallets  Light* 
house,  a  good  berth,  then  follow  the  coast  at  the  distance  of  f 
mile  off  for  15  miles,  till  the  harbor  of  Little  Traverse  is  made. 

Note. — The  above  courses  are  true,  and  the  distances  are  iu 
statute  miles. 


%, 


HARBORS   AND   ANCHOR AGESc 

LITTLE    TRAVERSE 

Is  an  excellent  harbor,  affording  protection  in  all  winds,  with 
good  holding  ground.  In  Traverse  Bay,  the  harbors  of  North- 
port,  New  Mission  Point,  Sutton's  Bay,  Bowers  Harbor,  and 
old  Mission  Bay,  are  all  good  harbors. 

CAT-HEAD    POINT    AND    BAT 

Afford  shelter  in  southerly  winds.  Very  good  holding  ground 
is  found  under  Pyramid  Point.  Also,  Unity  Dock  affords  pro- 
tection in  all  winds  except  N  and  NE. 

OLXN   HARBOR, 

In  the  Bay,  between  Sleeping  Bear  Point  and  Pyramid  Point, 
has  good  shelter  from  all  winds  from  the  west,  round  by  the 
south  to  northeast 

A    LEE 

Can  be  made  under  the  North  Mauiton,  with  generally  good 
holding  ground. 


^; 


: 


1 


26 


TWOMPSON  8  COAST   PILOT. 


THK  IIOMJINQ   GROUND  AUOUXD  TQE  FOXES 

l3  very  good,  and  they  aflford  shelter  trom  all  winda,  except 
those  from  the  N\V  and  SE. 


IN  GOIXO   INTO    LITTLE  TRAVERSE   BAT, 

Yon  will  make  a  sandy  point  which  forms  the  harbor;  haul 
close  round  it  and  into  the  bay,  and  come  to  in  from  2  to  9 
fathoms  water.  Off  the  point  which  forms  the  harbor,  you  will 
have  from  10  to  17  fathoms  water  close  to.  The  village  cannot 
be  seen  until  you  are  nearly  up  to  the  point.  This  bay  is  one 
of  the  prettiest  harbors  on  all  the  lakes. 

NORTH    MANITOU    lijLAND 

Has  two  wood  docks,  one  on  each  side  of  the  ilsland;  and  good 
holding  ground  can  be  found  on  the  east  bide  of  the  island,  near 
the  dock,  in  Irom  6  to  10  fathoms.  Pickard  &  Co.  have  a  saw 
mill  here. 

SOUTII    MANITOU     ISLAND 

Has  two  wood  docks,  one  in  the  bay  and  one  on  the  SW  side  of  the 
island.  Good  holding  ground  in  the  bay,  with  the  dock  bearing 
NVVbyW,  in  from  7  to  12  fathoms.  The  dock  runs  out  EbySiS. 
The  SE  point  of  the  North  Manitou  Island  bears  from  the  dock 
EiN  6^  miles,  and  the  Lighthouse  bears  from  the  dock  SEbySi^S 
2  miles. 

There  Ih  also  a  dock  at  the  North  Unity  Bay,  opposite  the 
Manitou  Islands. 


DANGERS. 

FROM   MIDDLE  VILLAGE  TO  THE  FOOT  OF   THE  EAST  ABM  OF   GRAND 

TRAVERSE   BAY. 

The  coast,  as  far  as  Little  Traverse,  can  be  approached  within 
i  a  mile.  There  are  detached  rocks  and  rocky  spots  within  i  of 
a  mile  from  the  shore.  A  12  feet  spit  extends  600  feet  SbyE 
from  the  dock  at  Little  Traverse.  There  is  also  a  9  feet  spot 
1,000  feet  south  of  the  most  eastern  house  of  this  village. 


TnOMPSON  B   COART   PILOT. 


27 


FUOM    LITTLK    T'  AVERSE    TO    BIO    nOCK    POINT. 

The  coast  can  be  app>  oached  safely  within  i  of  a  mile,  the 
8hallow  water  being  in  the  indentations  of  the  shore.  From 
Pine  River  Point,  a  rocky  flat  extends  J  of  a  mile  to  the  west 
and  north. 

DANGEROUS  REEFS 

Extend  to  N  and  NW  tor  almost  a  mile  from  Fishermans' 
Island.  From  this  island  to  the  foot  of  the  east  arm  of  the  bay 
are  many  detached  rocky  spots  and  ledges,  and  numerous  s]..  , 
extending  from  the  shore,  but  not  less  than  12  feet  water  will 
be  found  on  any  part  within  i  a  mile  from  the  general  direction 
of  the  shore,  except  at  the  foot  of  the  bay,  where  12  feet  are 
found  in  spots  i  of  a  mile  from  shore. 

FROM   THE   FOOT  OF   THE  EAST   ARM   TO   TRAVERSE   CITY. 

From  the  foot  of  the  Bay  fco  the  village  ol  Old  Mission,  the 
coast  can  be  approached  within  1,000  feet  every  where ;  but  i  a 
mile  south  of  the  vi'Iage,  a  flat  extends  1,500  feet  into  the  bay. 
From  the  point  opposite  and  east  of  the  village,  a  spit  runs  out 
in  a  SE  direction.  A  dangerous  rocky  flat  extends  from  Old 
Mission  Point,  north  and  west,  for  H  miles  from  the  shore. 
From  Old  Mission  Point  to  Tucker's  Point,  several  spits  extend 
from  the  shore,  making  navigation  unsafe  within  i  a  mile  from 
the  coast.  From  Tucker's  Point,  a  rocky  spit  runs  out  south 
for  i  a  mile.  A  rocky  spit  extends  from  the  south  point  of  Hog 
Island,  for  more  than  i  a  mile,  to  the  8W,  and  a  smaller  one  in 
a  NE  direction  from  its  northern  point.  From  Bowers  harbor 
to  Traverse  City,  tb<}  shore  can  be  approached  within  i  of  a  mile. 


I 


i 


;J 


FROM  TRAVERSE  CITY  TO   LIGHTHOUSE   POINf. 

Two  miles  north  of  the  dock  at  Traverse  City,  a  dangerous  9 
foot  spit  extends  ^  a  mile  from  the  shore.  The  coast  from  here 
to  Lee's  Point,  is  safe  within  i  a  mile.  From  Lee's  Point,  a 
spit  extends  to  the  south  for  i  of  a  mile.  North  of  Lee's  Po'nt, 
a  flat  runs,  almost  i  mile  from  shore,  half  way  to  Sutton's  Point. 
From  this  point,  a  rocky  spit  extends  f  of  a  mile  to  northward. 
The  western  ubore  of  Sutton's  B\j  is  shallow  within  h  a  mile. 


J\ 


28 


THOMPSON  8  C0A8T   PILOT. 


The  coast  from  Pishaube's  Village  to  Northport  is  generally 
good,  but  a  lookout  should  be  kept  for  a  rocky  spit,  extending 
for  almost  a  mile  NbyE  from  the  northern  end  of  New  Mission 
Point.  There  is  shoal  water  for  J  of  a  mile  to  north  and  east  of 
IJellows  Island.  Two  dangerous  shoals,  with  G  and  8  feet  water 
on  them,  lie  between  Northport  Point  and  Northport.  A  rocky 
spit  runs  out  in  a  SE  direction  for  i  a  mile,  from  a  point  i  of  a 
riile  north  of  Northjjort  Point;  from  thence  to  Lighthouse  Point 
the  shore  can  be  safely  approached  within  i  a  mile,  but  at  the 
Lighthouse  point  a  rocky  spit  extends  i  a  mile  to  the  north- 
ward. 

FROM   THE  LIOIITItOUSE   POINT   TO   POINT   BETSEY. 

Between  the  Lighthouse  and  Cat-Head  Point,  two  spits  extend 
over  i  a  mile  from  shore.  From  Cat-Head  to  Carp  River,  the 
coast  can  be  approached  within  i  a  mile,  but  there  are  two 
detached  12  feet  rocky  spots,  4  miles  N£^N  from  the  doc  w  at 
Carp  liiver,  and  If  miles  from  the  shore.  In  Good 
Harbor  Bay  are  several  shoals,  with  only  eight  feet  water  on 
them.  One  of  these  will  be  found  bearing  N£^N  from  the  dock 
at  Unity,  and  distant  4  miles.  This  shoal  i;s  directly  on  the 
Hue  joining  Carp  River  and  Pyramid  Point. 

Another  8  feet  spot  bears  from  Unity  Dock  NE^E,  distance 
Bi  milcH,  and  is  a  little  inside  the  line  joining  Unity  Dock  and 
Carp  River  point.  Southeast  from  this  last  spot,  and  i  a  mile 
distant,  is  a  10  feet  spot.  Three  miles  south  of  Pyramid  Point, 
a  rocky  spit  runs  ^  a  mile  from  shore,  and  shoal  water  extends 
for  a  mile  toward  Sleeping  Bear.  From  thence  to  Point  Betsey 
the  ehcke  is  bold,  and  can  bo  approached  within  i  of  a  mile, 
except  at  Piatt  River  Point,  where  a  spit  extends  to  the  north 
having  only  G  feet  water  on  it  |  of  a  mile  from  shore. 


FOX    AND    MANITOn    ISLANDS. 

South  Manitou  Island  can  be  approached  within  i  of  a  mile, 
everywhere  except  on  the  south  and  southwest  sides,  where 
shoal  water  extends  i  a  mile  from  the  shore.  There  is  also  a 
rock  with  only  3  fathoms  water  on  it,  SSWJW  from  the  SW 
point  of  Manitou  Island,  distance  2i  miles. 


: 


TICOMTSONS   COAST   IMLOT. 


29 


The  shore  of  North  Munitou  can  be  safely  approached  within  i 
of  a  mile  on  the  north  side,  and  within  i  a  mile  on  the  east  and 
west  sides ;  but  there  extends,  in  a  southerly  direction,  a  rocky 
spit,  more  than  J  of  a  mile,  from  tlie  SVV  si<le  of  the  island. 

From  the  north  point  of  the  South  Fox,  a  spit  runs  out  for  a 
mile,  in  a  northwestern  direction,  and  another  from  its  Southern 
point,  for  ^  a  mile  in  a  southwest  direction. 

There  are  two  dangerous  rocks  with  deep  water  surrounding 
them;  the  one  with  only  13  feet  of  water  upon  it,  from  which 
the  south  point  of  South  Fox  Island  bears  NbyE,  distant  :if 
miles;  the  other,  having  16  fet*  water  on  it,  bears  N^E  from 
the  same  point,  distant  7t  miles. 

North  Fox  can  be  approached  within  J  a  mile,  except  on  its 
west  side,  where  shoal  water  extends  to  ^  of  a  mile,  with  a  9 
foot  spot  4  a  mile  from  the  shore. 


GREEN    Bi¥. 

FROM    POINT   WAUGOSHANCE    LIGHTHOUSE    TO    GREEN     BAY    CITY, 
ONE  HUNDRED  AND  SEVENTY-NINE  MILE8. 

From  Point  Waugosharfce  Lighthouse  to  abreast  of  Beaver 
Isla:  d  (revolving  light)  steer  SWJW  25  miles;  thence  around 
Beaver  Island,  keeping  about  a  mile  from  the  shore  for  three 
miles,  till  the  Lighthouse  bears  north;  thence  WJS  67  miles,  to 
Rock  Island  Lighthouse.  In  running  through  this  channel,  keep 
Buoyer's  Bluff,  which  is  7  miles  from  Rock  Island  Lighthouse, 
jiist  open  with  Rock  Island,  to  clear  the  shoal  which  sets  off 
from  the  SE  end  of  St.  Martin's  Island  2  miles,  and  bears  from 
Rock  Island  Lighthouse  NEiE  5i  miles. 

The  shore  is  very  bold  on  the  north  and  west  sides  of  Rock 
Island,  and  the  best  landing  place  is  to  the  SW,  where  the  beach 
begins  to  form  toward  the  false  passage.  To  make  a  landing, 
run  olose  along  the  island  until  nearly  abreast  the  beach,  when 
you  will  have  11  fathoms  water,  soft  bottom.  This  bay  or  false 
ohannel  is  open  to  the  NW,and  is  rock  all  across  to  Washingtoo 
5 


I 


30 


THOMPSON  9   COABT   PILOT. 


iHlancI,  just  beyond  the  low  point  which  makes  out  from  Rock 
Island  to  the  SW.  From  Rock  Island  Lighthouse,  run  for 
Buoyer's  Bluft",  7  miles.  This  Bluff  is  also  very  bold,  andean  be 
approached  within  i  of  amile.  Thence  shape  your  c.urs*'  SWiW, 
for  the  westermost  point  of  Chamber's  Island,  26  miles;  thence 
SbyWJW  11  miles,  so  as  to  i)aH8  J  of  a  mile  to  the  eastward 
of  Green  Island,  and  continue  the  same  course  9  miles  larther — 
20  miles  in  all  from  Chamber's  Island,  to  pass  the  point  of  Per- 
shctico  Shoal,  which  sets  off  Hi  miles  to  the  SE  from  Pershetico 
Point ;  when  past  the  shoal  or  abreast  of  Pershetico  Point,  steer 
SVVbyS  31  miles  to  the  buoy  off  Long  Tail  Point  Lighthouse; 
leaving  this  buoy  (red)  to  starboard ;  Point  aux  Sauble  Bank 
buoy  (black)  to  port ;  Grassy  Point  buoy  (red)  to  starboard. 
All  the  rest  of  the  buoys  are  red,  and  must  be  leil  on  the  star- 
board hand.  Give  them  a  berth  of  40  feet.  The  greatest  depth 
of  water  carried  out  in  1867  was  11  feet  on  the  level.  In  the 
middle  of  the  channel  the  bottom  is  hard,  until  after  passing 
Grassy  Point,  when  it  is  hard,  covere  "*  with  mud.  Outside  of 
Grassy  Point,  it  is  sandy  out'  of  the  channel ;  within  Grassy 
Point,  there  is  mud  bottom  out  of  the  channel.  The  depth  of 
water  is  affected  to  the  extent  of  from  6  to  18  inchef>  by  the 
wind  and  varying  atmospheric  pressure ;  the  changes  being  of 
almost  daily  occurrence. 

The  courses  are  magnetic ;  and  due  allowance  should  always 
be  made  for  set  of  current  in  the  bay,  and  also  among  th'e 
islands,  according  to  which  way  the  wind  is  or  has  been  blowing. 

Fishing  Island  Shoal  lies  ESE  from  the  east  side  of  Rock 
Island  about  2  miles,  and  is  just  above  water.  A  few  years  ago 
there  was  a  fishing  shanty  on  this  island,  but  the  rise  of  water 
drove  it  off.  The  water  is  deep  all  round  it,  and  there  is  good 
anchorage  under  the  SE  side  of  Rook  Island,  in  5  to  9  fathoms 
water. 

There  is  also  another  reef  which  lies  SSE,  3  miles  frojn  the 
SE  end  of  Rock  Island,  i  a  mile  long,  with  4  feet  water  on  it. 

FROM  WASHINGTON  HARBOR  TO  LONG  TAIL  POINT  LIQHTHOUSE,  BY 
THK   STRAWBERRY  ISLAND   CHANNEL. 

Run  out  of  the  harbor  close  round  Buoyer's  Bluff,  which  is 
very  bold,  and  at  a  distance  of  i  of  a'mile ;  steer  SWbyS29  miles 


THOMPSON  8   COAST   PILOT. 


m 


to  abreast  of  the  point  beyond  Horse  Shoe  Island,  called  Eagle 
Bluff  Point,  where  a  lighthouse  has  been  erected,  and  shows  a 
bright  white  light,  leaving  Plum  Island  to  port  in  the  distance, 
and  the  Door  Bluff  (which  is  high  and  deep  close  to)  on  the 
peninsula  to  port;  and  as  you  approach  the  next  high  bluff, 
called  the  Sister  Bluff,  you  will  make  two  small  islands  called 
the  Sisters,  which  you  also  leave  to  port,  at  a  distance  of  1^ 
miles,  and  take  notice  that  there  is  a  reef,  with  two  detached 
shoals,  i  of  a  mile  apart,  on  the  same  range,  which  bears 
from  these  islands  SWbySJS  2i  miles,  with  6i  feet  water  on 
them.  You  can  run  all  round  them  in  from  40  to  50  feet 
water.  After  passing  these  islands,  keep  Horse  Shoe  Island 
jui4t  open  with  the  next  bluff  point  above  it.  Fish  Creek  Bluff, 
which  is  3  miles  beyond  Eagle  Bluff;  or  in  the  night,  run  for  the 
light,  keeping'it  a  little  on  the  port  bow,  leaving  a  patch  of  rocks 
called  the  Pancake  Shoal  to  starboard,  which  shoal  bears  from 
Horse  Shoe  Island  N^W  about  2^  miles.  After  passing  Horse 
Shoe  Island,  keep  the  east  shore  well  aboard,  until  past  the  Straw- 
berry Islands  and  abreast  of  Hat  Island ;  then  shape  your  course 
SWbyS  55  miles,  to  Long  Tail  Point,  or  run  the  shore  along 
from  point  to  point,  at  a  distance  of  2  miles,  and  note  that  there 
is  a  patch  of  rocks  about  7  or  8  miles  from  Hat  Island,  and  li 
miles  from  the  shore,  called  Horse  Shoe  Bay  Reef,  and  5^  miles 
from  Egg  Harbor. 


HORSE   SHOE   ISLAND   AND   EAGLE   HARBOR. 

To  go  into  this  harbor,  follow  the  island  close  round,  and  haul 
in  to  the  dock,  or  make  fast  to  the  trees,  as  the  water  is  very 
deep  close  in.  When  in  this  harbor  you  are  perfectly  land- 
locked. There  is  a  good  wood  dock  to  the  southward  and  east- 
ward of  Horse  Shoe  Island  in  the  bay,  and  is  always  8€{)plied 
with  wood  of  the  best  quality.  The  depth  of  water  between 
Horse  Shoe  Island  and  the  mainland  is  from  6  to  10  fathoms, 
sandy  clay. 

Fish  Creek  is  8  miles  from  the  first  point  above  Horse  Shoe 
Island,  and  is  a  good  harbor.  You  can  carry  from  2  to  8  fath- 
oms water,  clay  bottom ;  aboat  one  cablets  length  beyond  the 


32 


THOMPSON  8  00A8T   PILOT. 


rf'tj.  - 


dock,  there  Ih  u  Kpit  ttiat  nels  otf  from  tlio  point  on  the  same 
Hide  as  the  dock  in  going  in,  which  in  plainly  Hhown,  however, 
in  clear  weathnr. 

Egg  Harbor  has  a  good  wood  dock,  with  14  feet  water  along- 
side ;  is  on  the  eant  Hide  of  the  bay,  and  runs  out  west,  with  an 
angle  north  and  Houth  from  it,  to  the  southward.  Wood  of  the 
best  quality.  This  bay  is  large  and  commodious,  with  good 
holding  ground  in  irom  -i  to  7  and  ^  fatlioms,  clay  bottom. 

Hat  Island  is  <lirectly  opposite  Egg  Harbor,  and  bears  from 
the  dock  NWbyNiN,  and  is  just  open  with  the  WW  end  of 
Chamber's  Island. 

niG  STUnOKON  BAY. 

In  running  up  Green  l?ay,  after  leaving  Hat  Island,  east  clian- 
nel,run  the  shore  <ilong  at  a  distance  of  2  miles;  cross  Sturgeon 
Bay,  keej)ing  the  south  shore  well  abcird,  or  when  Green  Island 
bears  NWbyNiN  ;  run  in  SEbySJS,  until  Bradley's  Dock  is 
abeam ;  then  haul  over  for  the  dock.  From  Bradley's  Dock  to 
Graham's  Dock,  run  the  shore  along  in  from  12  to  15  feet  water. 

TO  ENTER  I.ITTLB   STUUGEON  BAY. 

Run  for  the  south  bluff  at  the  entrance  to  the  bay,  keeping  it 
well  aboard,  in  3  to  4  fathoms  water ;  you  will  carry  that  water 
until  well  up  to  the  saw  mill. 

TO  ENTER  FOX  RIVER  BY  THE  LEAD  AND  MARK3. 

On  approaching  the  Red  Cl»"  Banks,  run  to  the  southward 
and  westward,  until  you  bring  the  three  shanties  at  Duck  Creek 
in  a  line  with  the  north  end  of  the  Red  Clay  Banks;  run  on  this 
range,  steering  WSW,  until  well  past  the  Lighthouse,  and  into 
12.ir  to  13  feet  water.  It  will  be  observed  that  while  running 
on  the  above  range  you  ■will  have  Irom  3^  to  3J  fathoms  water, 
and  will  carry  that  water  until  the  Lighthouse  bears  NJE,  when 
the  highest  houses  in  the  upper  part  of  Navarino  City  will  be 
in  line  with  the  two  notches  on  the  westermost  part  of  Grassy 
Island ;  haul  up  quickly  to  thv"^  eastward,  steering  about  SE,  and 
run  along  Grassy  Island  in  from  13  to  16  feet  water;  pass  round 
the  point,  giving  it  a  good  berth,  in  12  feet  water;  range  the 


THOMPSON  8   0OA8T   PILOT. 


83 


island  0:1  the  south  Hide,  and  run  nlon^  it  pretty  close  to  in  10, 
11,  1'2  ai'd  IH  feet  water,  until  you  range  the  LighthouHe  in  the 
same  notches  as  you  did  the  town  on  the  north  side  of  the 
inland;  then  haul  up  quickly  again  to  the  southward  and  run 
into  the  river,  which  can  be  done  by  forming  the  beut  part  of 
the  letter  S.  In  making  the  turn,  you  will  run  over  a  mud  bar 
of  0^  to  10  feet  water.  When  in  the  river,  keep  the  starboard 
side  best  aboard,  to  clear  a  flat  which  sets  off  and  below  Devil 
Hiver.  When  abreast  of  Fort  Howard,  haul  over  to  the  docka 
at  Navarino,  or  come  to  anywhere  in  the  river  in  b^  fathoms 
water. 

When  abreast  of  Grassy  Point,  in  11  feet  water,  you  can  make 
a  straight  line  for  the  mouth  of  the  river  over  the  Hats,  in 
nothing  less  than  9k  ieet  water.  Steering  about  WbyS,  will 
lead  you  to  the  first  stake  outside  the  river;  when  you  drop 
into  10  to  15  feet  water,  haul  up  river.  The  courHCs  in  these 
directions  are  compass  courses.  The  Depot  of  the  Railway 
terminates  at  the  town  of  Howard,  opposite  the  city  of  Nava- 
rino. 

The  new  channel  across  Grassy  Island,  leading  to  Fox  River 
will  be,  when  finished,  200  feet  wide,  and  14  feet  deep,  from  end 
to  end,  about  a  mile  and  a  hal^'.  It  will  save  Irom  3  to  4  miles 
of  sailing  over  the  old  route,  round  the  east  end  of  Grassy 
Island,  besides  the  great  advantage  of  permitting  vessels  to 
come  in  with  a  wiud  that  would  allow  them  to  bead  up  SSW 
or  NNE. 

The  new  channel  leaves  the  old  one  near  the  second  stake 
below  the  mouth  of  the  river,  and  runs  straight  in  a  line  about 
NNE,  pointing  to  the  black  stake  on  Sauble  Point,  and  when 
the  range  lights  are  placed,  steamers  and  vessels  will  be  able  to 
run  up  or  down  in  the  night.      r      ;  i.  . 


•  BIO  BAT  DE  NOC. 

From  Louse  or  Rock  Island  Lighthouse  to  Big  Bluff  NbyE 
iB  20  miles;  theuce  NEbyN^N  8i  miles  to  Garden  Bluff; 
thence  NNWiW  4 miles,  to  Holbrook  &  Elkin's  mills;  come 
to  in  12  to  13  feet  water.    There  is  excellent  holding  groand  in 


M 


TnoMmoN  8  ooABT  fuxn. 


the  bay  to  the  northward  of  the  Big  Hluff,  in  from  G  to  7  fath- 
omn  water,  mud  bottom. 

From  Death's  Door,  after  entering  this  channel,  and  past  Plum 
Island,  run  the  shore  of  Washington  Island  along  at  about  1 
mile  distant,  or  N  JE  8  miles  to  abreast  of  Buoyer's  Bluff ;  thencd 
NKbyN  21  miles,  to  Big  Bluff;  thence  NEJN  H  miles,  to  Gar- 
den Bluff;  thence  NNWJW  4  miles,  to  the  Mill  at  Sturgeon 
liiver.  There  is  a  buoy  kept  off  the  mouth  ot  the  river  as  a 
mHrk  for  vessels  to  load  by. 

From  the  NW  end  of  St.  Martin's,  after  passing  through  the 
channel,  steer  NbyKiE  to  Big  Bluff,  1*2  miles.  There  is  a  good 
harbor  on  the  NE  end  of  Big  Summer's  Island,  with  good  pro- 
tection from  all  winds  except  NE.  Come  to  in  the  centre  of 
|)he  harbor  in  5  to  7  fathoms,  opposite  the  fishing  houses. 


BAO    HAKBOB. 

Sag  Harbor  is  a  small  bay  on  the  south  side  of  Big  or  Burnt 
Bluff,  about  3  miles  from  it.  It  is  formed  by  a  sand  bar  run- 
ning in  a  line  with  the  Hhore.  To  run  in,  haul  round  the  bar  by 
the  lead  and  come  to  in  the  bay;  there  is  only  6  feet  water 
going  in. 

OGONTZ  BAT. 

This  bay  is  formed  by  Round  Island,  Isle  St.  Videl,  and  a  long 
shoal  which  sets  down  from  Indian  Point,  and  Sturgeon  River, 
and  terminates  with  three  patches  of  i*ock,  which  bear  from 
Middle  Bluff  NWbyWiW  34  miies,  with  6  to  7  feet  water  on 
them.  This  shoal  can  be  followed  close  round,  in  4  fathoms, 
from  Sturgeon  River  to  the  head  of  Ogontz  Bay,  and  when 
abreast  of  Isle  St.  Videl  the  soundings  will  decrease  gradually 
from  3  to  2  fathoms.  In  returning  from  Ogontz  Bay  bound  to 
Point  Peninsular,  run  down  the  bay  Sby  W4W  until  past  Round 
Island;  then  haul  up  SWbyWiW  13  miles,  giving 'Round 
Island  a  berth  of  i  of  a  mile.  Pass  round  Point  Peninsular  at  a 
distance  of  14  miles  to  clear  the  shoals  off  from  it.  The  sound- 
ings are  very  gradual  from  Round  Island  to  the  Point  in  34  to 
4  fathoms  water,  and  at  the  head  of  Big  Bay  de  Noo  and  Gar- 


-•- 


TlIOMreON'g  OOABT   VU/TT. 


den  Hay  the  notindings  are  very  gradual  I'rom  4^  fathoniH  to 
within  I  of  a  mile  ot  the  beach. 

There  i«  a  »hoal  hcIh  oft  from  Stoney  Point,  which  in  a  point 
ot  low  land,  east  of  Sturgeon  Uiver  \h  inik'S,  and  uIhu  a  nhoal 
oft"  the  next  low  point  north  of  it  I  of  a  mile. 

There  is  a  remarkable  sand  bluft  called  Jack's  Bluff  on  the 
east  side,  at  the  head  of  the  bay.  It  can  be  seen  from  Big  Bluft*, 
and  is  a  good  leading  mark  for  the  head  of  the  bay. 

There  is  excellent  holding  ground  under  Garden  BlutF,  and 
a  good  harbor  can  be  made  under  Middle  Bluff,  and  the  i»land 
north  of  it,  in  4^  fathoms,  soft  bottom.  You  can  run  into  this 
harbor  from  the  northward,  leaving  the  island  to  starboard,  in  3 
fathoms  (sandy)  until  you  drop  into  sotl  bottom. 

To  go  in  from  the  southward,  haul  in  close  round  the  bluff, 
and  into  the  bay,  leaving  the  island  to  port. 


J 


BIIAIL  BtlELL  nAUnOR. 

This  harbor  lays  to  the  southward  of  Middle  Bluft',  and  is  per- 
fectly land-locked.  The  water  is  very  deep.  Vessels  or  boats 
make  fast  to  the  trees,  or  lay  alongside  the  beach,  which  is  steep. 
It  is  not  so  good  a  harbor  for  vessels  as  steamers,  as  the  entrance 
is  open  to  the  northward.  Big  or  Burnt  Bluft"  has  good  anchor- 
age in  5  to  7  fathoms,  soft  bottom,  on  the  north  side,  in  the  bay. 
Vessels  can  ride  out  any  gale  here.  Height  of  Big  Bluft",  227 
feet  from  water  level.  Course  from  Big  Bluft*  to  Isle  St.  Videl, 
Nby WJW  4  miles ;  from  Point  Peninsular  to  Buoyer's  Bluff", 
SiE  18  miles ;  from  the  station  on  Big  Bluff  to  Buoyer's  Bluff, 
S  26°W.  The  Door  Bluff  shows  out  a  little  to  the  westward  of 
Buoyer's  B^uff  on  the  range. 

NoTB. — There  is  a  lighthouse  on  Point  Peninsular,  and  a  hnn 
con  light  on  Sand  Point,  in  Little  Bay  de  Noo. 

As  the  railroad  to  Marquette  is  now  in  operation,  masters  of 
vessels  will  find  it  to  their  advantage  to  run  through  the  north 
passages,  especially  coming  from  the  lower  lakes.  The  passage 
north  of  the  Beaver  Islands,  in  connection  with  them,  will 
shorten  the  route  materially,  and  is  preferable  to  the  soath 
passage.    High  Island  gives  a  good  lea  with  a  southerly  wind 


"ida 


M  TlfOMI-SONR   flOAPT   I'll.'n*. 

in  the  north  ))a««(i£;(«.  A  loji  can  ho  mii<Ifi  from  n  nontli  wind 
unrliT  (lull  InIuikI,  Front  1h1  irnl  aw\  WliJHky  Islniwl,  bat  the 
ground  in  not  no  jjood  nn  mu]vv  Hiijli  iHland.  The  best  nnohor- 
n^o  in  undortho  uant  point  of  the  iHlnn<l,  in  o  to  7  t'nthoinK,  xandy 
clay.  When  layinj*  hen',  should  tlio  wind  cho|»  round  to  tho 
KW,  yoii  can  run  out,  round  the  oant  end  of  tho  inland,  piviiijT 
the  point  n  ^ood  berth,  and  follow  tho  inland  cIohu  round  and 
oomo  out  to  the  woHtward,  hiaving  (4ulJ  Island  to  port  or  to 
Htarboard  pretty  cIoho  to.  The  courHo  from  the  Houth  side  of 
Gull  Inland  to  Kock  Inland  Li^hthoune  is  WHW,  but  if  the  wind 
should  be  southerly  you  will  have  to  hanl  up  %  point  higher,  as 
a  southerly  wind  always  sets  a  stiff  current  through  the  passages 
and  along  the  islands  leading  into  Green  Bay. 


HT.   M/  ■'TIN'S  IHLAND  CHANNEL. 

In  going  through  this  channel,  leave  the  Gull  Islands  to  star- 
board and  St.  Martin'n  Island  to  port ;  run  through  about  mid- 
channel,  and  when  abreast  of  the  west  end  of  St.  Martin's,  steer 
NWiW  15  miles  for  Point  Peninsular;  thence  NNW  G  miles 
to  Sand  Point,  Little  Bay  de  Noc,  giving  the  Point  a  berth  of 
i  a  mile,  and  haul  round  to  the  docks  or  come  to  anchor  in  7 
iathoms.  In  passing  Peninsular  Point,  give  it  a  berth  ot  1^ 
miles,  to  clear  the  shoal  that  sets  down  from  it  S^E.  There  is  a 
detached  shoal  to  the  eastward  of  the  Point  about  J  of  a  mile  with 
8  feet  water  on  it.  A  very  good  harbor  can  be  made  from  S 
to  E  and  NE  winds  on  the  west  sic^e  of  Point  Peninsular  in  6 
to  G  fathoms  water,  sofl  bottom,  with  the  Point  bearing  ESE. 

NoTB. — The  shore  is  bold  on  the  north  and  west  sides  of  St. 
Martin's  Island,  and  the  channel  is  deep  from  13  to  20  fathoms. 
From  the  SH)  point  of  the  island  ior  2  miles,  yon  will  find  6  to 
7  fathoms  water,  hard  bottom. 

There  is  a  detached  shoal  off  the  SE  end  of  St.  Martin's 
Island,  bearing  SbyW  2^  miles  distant,  which  has  8  to  12  feet 
water  on  it. 

One  cable's  length  from  this  shoal  you  will  find  from  5  to  7 
fathoms  water,  and  will  carry  that  water  a  long  distance  to  the 
northward. 


TIlOMrfONB   OOABT    ril^OT. 


A 


«  t 


FROM  rr.rM  ihland  to  haxd  niixr,  i.tTTi.K  nAV  i>r  soc. 

From  Plum  iHland  to  a  point  3  milon  went  of  Point  Peninnu- 
Ur,  and  in  mid-channel,  ntccr  NiW  27  miles;  tlioooe  Mune 
ooume  0  milen  to  Sand  Point. 

From  Buoyor'8  Bluff  to  Sand  Point  NJW  24  miles.  From 
Rock  Island  Lighthouse  to  Sand  Point  NNW  2.>  miles. 

From  Oroon  Island  to  a  point  3  miles  west  of  Point  Penin- 
sular NNK^E  40  miles;  thence  N^W  0  miles  to  Sand  Point. 
This  course  brings  you  close  to  Chamber's  Island. 

From  the  anchorage  oft  Mcnomonce  River  to  a  point  3  miles 
west  of  Point  Peninsular  NEfN  49(  miles. 

POVBRTT  ISLAND  CHANNEL.  »•  ■• 

There  is  a  good  deeji  channel  on  both  sides  of  Poverty  Island. 
To  enter  the  south  channel  keep  midway  between  Poverty  and 
Gull  Islands,  and  after  passing  Poverty  Island  haul  up  for  Little 
Rock  Island,  keeping  Big  or  Burnt  Bluff  closed  in  behind  Little 
Rock  Island.  On  this  route  you  will  pass  over  a  shoal  with  4 
to  5  fathoms  water  on  it.  There  are  several  patches  of  shoal 
water  lying  between  this  shoal  and  the  North  Qnll  or  Oravely 
Island,  so  that  by  keeping  well  to  the  northward  you  avoid  all 
danger. 

A  Lighthouse  is  to  be  erected  on  Poverty  Island  as  a  guide 
for  these  channels. 

To  enter  Green  Bay  by  the  north  channel,  open  Poverty  with 
Big  Summer's  Island,  and  run  straight  in,  keeping  Poverty  best 
aboard ;  th?nce  for  Little  Rock  Island,  giving  it  a  berth  of  i 
of  a  mile.  * 

The  channel  between  Point  Detour  and  Big  Summer's  Island 
is  difficult  to  run,  being  crooked  and  shallow,  and  requires  a 
good  pilot,  tha  depth  of  water  being  only  10  to  12  feet,  and 
rooky. 

FROU  CBICAOO  TO  ORBBN  BAT  BT  DEATH'S  DOOa 

From  Chicago  to  Pilot  Island  Lighthouse  N^E  245  miles; 

bring  Plum  Island  Lighthouse  to  bear  NW,  and  run  through 

the  passage,  leaving  Pilot  Island  to  the  starboard  i  of  a  mile;  and 

when  abreast  of  Plum  Island,  steer  WNW,  until  yoa  open 

6 


1 


4 


S8 


THOMPSON  8  COABT  PILOT. 


Chamber's  Island  with  the  Door  Bluff,  5  or  6  miles ;  thence 
WSW  for  the  NW  point  of  Chamber's  Island,  18  railed:  thence 
as  directed  for  Long  Tail  Point.  In  running  out  tlirocgh 
Death's  Door,  bound  to  the  southward,  steer  out  SE,  leaving 
Plum  Island  and  Pilot  Island  to  port,  at  the  distance  of  i  to  1 
mile.  Run  on  this  course  until  you  shut  in  the  Ship  or  Spider 
Islands  with  the  point  of  the  False  Door;  thence  SiW  for 
Chicago. 

A  Lighthouse  is  to  be  erected  on  Chamber's  Island,  as  a  guide 
for  the  west  channel. 

From  Bailey's  Harbor  to  Pilot  Island  Lighthouse,  18  miles 
NNF.. 

The  Whale's  Back  Shoal  bears  from  Death's  Door  WNW;  is 
a  direct  line  with  Cedar  River,  and  about  half  way  across  the 
bay ;  GJ  feet  water  on  it. 

Buoys  are  to  be  placed  on  the  Whale's  Back  Shoal  this  season 
and  every  season  hereafter. 

NoTB, — At  the  commencement  of  a  SE  wind,  blowing  fresh, 
there  is  always  a  strong  current  setting  into  Green  Bay,  down 
along  the  west  shore  and  among  the  Beaver  Islands. 

Good  anchorage  under  the  south  side  of  Chamber's  Island,  in 
4  to  5  fathoms  water,  sandy  clay. 


LIGHTHOUSES  ON  LAKE  MICHIGAN  AND  GREEN  BAT; 

WITH  DIRECTIONS  FOR  HARBORS,  KTO. 

Chic  AGO  Harbor. — The  new  light  at  the  east  end  of  the  North 
Pier  is  a  fixed  white  light,  and  can  be  seen  15  nautical  miles. 
The  best  holding  ground  outside  is  from  i  t,o  1  mile  north  of 
the  North  Pier,  6i  to  7  and  9  fathoms  water.  The  North  Chan- 
nel is  now  used,  and  is  being  dredged  fiv,m  time  to  time,  and  no 
oorreot  depth  of  water  can  be  at  present  given ;  but  it  is  hoped 
that  it  will  soon  be  in  a  better  condition  than  it  has  been  for 
years  past.  The  anchorage^  is  good  in  4  to  5  fathoms  as  far 
north  as  Grose  Point. 

Port  Clinton  has  a  dock  and  pier ;  22  miles  north  of  Chicago. 


Thompson's  coast  pilot. 


89 


Taylor's  Port,  on  the  western  shore  of  Lake  Michigan,  about 
8  miles  south  of  Port  Clinton. 

Little  Fort  or  Waukegan  light,  fixed,  visible  10  miles,  on  the 
south  side  of  Little  Fort  River,  15  miles  south  of  Soulhport, 
and  12  from  Port  Clinton.  Two  open  piers,  no  harbor,  and 
good  holding  ground  all  along  shore  in  4  to  8  fathoms  water. 

Southport  or  Kenosha  light,  fixed,  varied  by  flashes,  visible 
14  miles,  on  Warrington  Island,  north  side  of  harbor.  Two 
open  piers  outside.  Beacon  light,  fixed,  visible  9  miles,  on  the 
end  of  the  North  Pier.  To  enter  the  harbor,  range  the  North 
Pier,  and  run  in.    Least  water  10  feet. 

Racine,  Root  River.  Light  at  extreme  end  of  North  Harbor 
Pier  at  Racine.  Fixed,  visible  12  miles.  10  miles  north  of 
Kenosha.  There  are  two  open  piers  to  the  southward  of  the 
harbor.  To  rjm  into  the  harbor,  range  the  North  Pier  and  run 
in ;  nothing  less  than  14  feet  water.  The  reef  or  middle  ground 
bears  from  old  light  on  Bluff  £|S  li  miles;  least  water  6^ 
leet.  The  whole  surface  of  this  reef  covers  about  2  acres,  and  is 
i  a  mile  long,  north  and  south,  but  narrow  east  and  west.  East 
from  the  harbor  carries  you  clear  of  the  north  point  of  it.  The 
reef  bears  from  Racine  Point  SbyE,  and  the  point  from  the  har- 
bor NNE.  In  approaching  Racine  from  the  northward  and 
eastward,  by  paying  due  attention  to  the  lead,  this  reef  can 
easily  be  avoided,  as  the  soundings  are  gradual;  and  note  that 
after  passing  Milwaukee,  the  color  of  the  water  will  indicate 
your  position,  as  there  is  no  muddy  water  below  Racine.  The 
harbor  is  easy  of  access  in  any  weather.  Anchorage  outside, 
hard  sandy  bottom,  here  and  there  clay. 

'Milwaukee  light,  fixed,  varied  by  flashes,  visible  14  miles,  on 
north  point  of  Milwaukee  Bay.  North  Cut  Beacon  light,  fixed, 
visible  8  miles  (red),  on  north  pier  of  the  North  Cut,  with  fog 
Horn.  There  is  excellent  holding  ground  in  5^  to  6  fathoms, 
under  the  north  point  of  Milwaukee,  in  the  neighborhood  of  the 
old  Lighthouse.  The  reef  off  the  north  point  sets  off  about  j- 
of  a  mile  to  the  SE.  The  reef  off  the  SE  point  of  Milwauk«e 
can  be  passed  on  either  side.  To  pass  inside  run  the  shore 
along  in  2  Mo  3  fathoms  water,  pretty  close  to.  Least  water 
CD  this  reef  10  feet. 


Mi} 


40 


TnOMPSON  8  COABT  PILOT. 


!i 


)    'r 


Note. — In  rnnning  acrosa  the  Lake,  from  Milwaukee  to  Grand 
Haven,  the  course  is  EJN,  and  the  return  course  WbyS^S. 
These  courses  were  run  by  the  "  Milwaukee  "  steamship  tor 
three  weeks  in  April,  1860.  The  compass  is  more  aifected  going 
west  than  east.  Also,  the  courses  from  and  to  Chicago  are  sim- 
ilar, being  NEJN  to  Gran<l  Haven,  ami  SWbySiS  to  Chicago. 
The  compass  being  attracted  to  the  eastward,  the  variation  must 
be  allowed  to  the  left,  instead  ol  the  right  hand. 

Port  WashingtoT?  light,  fixed,  visible  9  miles,  at  Port  Wash- 
ington, 25  miles  north  of  Milwaukee ;  has  a  good  pier,  with 
wood.  This  port  lies  well  into  the  bay,  and  has  often  been 
mistaken  for  Milwaukee  Bay,  before  the  light  was  on  the  point 
at  Milwaukee.    The  anchorage  is  not  good. 

Sheboygan  light,  fixed,  visible  11  miles,  at  Sheboygan  River, 
25  miles  north  of  Port  Washitigton.  The  Lighthouse  stands  on 
the  north  bluif.  To  enter  the  river,  range  the  north  pier,  and 
run  in  nothing  less  than  10  feet.  There  is  one  open  pier,  to  the 
southward  of  the  harbor ;  and  Eirkland's  large  white  warehouse 
stands  just  at  the  first  turn  of  the  river,  on  the  port  side.  There 
is  a  reef  ofi*  north  bluff  with  8  feet  water  on  it.  The  water  is 
shoal  to  the  southward  of  the  6outb  dock. 

Manitowoc  light,  at  the  mouth  of  Manitowoc  River,  fixed, 
varied  by  flashes ;  visible  11  miles.  Open  piers.  Lumber  and 
firewood.  Twenty-two  miles  north  ot  Sheboygan.  Good  hold- 
ing ground  in  6  to  7  fathoms  water. 

Twin  Rivers,  7  miles  north  of  Manitowoc.  Open  piers.  Wood 
and  lumber. 

Twin  River  Point.  It  is  now  proposed  to  renew  the  light  on 
Twin  River  Point,  a  light  which  was  always  a  prominent  lead- 
ing oue.  Coming  from  the  Manitou  Islands,  no  light  was  more 
noefiil  than  this  for  propellers  and  steamers  calling  at  all  the 
way  ports  on  the  west  shore. 

Kewaunee,  21  miles  north  of  Twin  Rivers.  Open  piers. 
Wood  and  lumber. 

Bayley's  Harbor.  This  light  is  to  be  discontinaed,  and  a 
Lighthouse  to  be  built  on  Cannah  Island,  3  miles  west.  Ranges 
are  to  be  erected  for  entering  Bayley's  Harbor.  The  new  light 
on  Cannah  Island  will  be  of  great  service  for  coasting,  and  a 
leading  light  for  North  Bay,  where  ranges  will  also  be  stationed. 
There  is  good  holding  ground  in  any  part  of  the  bay  and  abreast 


THOMPSON  8  COAST   PILOT. 


41 


the  old  Lighthouse ;  you  will  have  soil  bottom  in  6^  fathoms 
water  two  cables'  length  from  it.  The  reef  sets  off  from  the 
Lighthouse  i  to  |  of  a  mile  about  SSEJE.  Off  the  first 
point  to  the  southward  of  the  harbor,  west  side,  a  reef  sets  out 
in  a  NE  direction,  which  protects  the  harbor  from  southerly 
winds. 

Mud  Bay,  2  miles  north  of  Bayley's  Harbor,  is  a  good  shelter 
from  SE  and  NW  winds.  The  soundings  are  gradual,  from  2 
to  7  fathoms. 

North  Bay,  4  miles  north  of  Mud  Bay,  is  also  a  good  harbor 
for  any  wind  except  east.  The  reef  whi'-h  sets  off  from  the 
south  point  of  the  bay  in  a  northerly  direction,  protects  the 
harbor  from  southerly  winds.  Tie  lead  will  guide  you  into 
this  bay  in  4  to  5  fathoms.  Good  holding  ground  in  from  3 
to  5  iathoms.    See  ranges  above. 

Pilot  Island  light,  fixed,  varied  by  flashes,  visible  14  miles. 
This  Lighthouse  is  on  Pilot  Island,  the  south  entrance  to  Green 
Bay,  called  Death's  Door.  The  old  Ijighthouse  stood  on  Plum 
Island.  There  is  good  anchorage  directly  opposite  to  Plum 
Island,  in  the  bay  of  the  peninsula,  in  7  to  10  fathoms,  west 
side.  The  water  directly  opposite  Plum  Island  Lighthouse, 
close  in,  is  5  to  15  fathoms,  mud,  and  inshore  of  that,  rock  and 
boulders,  but  has  no  shelter.  Excellent  holding  ground  between 
Plum  Island  and  Detroit  Island,  in  5  to  6  fathoms,  mud  bottom. 

Rock  Island  light,  fixed,  visible  14  miles,  on  Rook  Island, 
north  side  of  entrance  to  Green  Bay. 

Washington  Harbor,  7  miles  west  of  Rock  Island,  headquar- 
ters for  the  fishermen.  Has  a  dock  on  each  side  of  the  bay ; 
the  water  is  deep,  and  the  bay  is  open  to  the  NE.  Knowland's 
dock  is  on  the  east  side  of  the  bay,  and  Raney's  on  the  west. 

Long  Tail  Point  light,  fixed,  visible  10  miles,  near  the  mouth 
of  Fox  River,  head  of  Green  Bay. 

Big  Swamico  River  is  5}  miles  north  of  Long  Tail  Point. 
Has  lumber  mills  (Sawyer  &  Gardner).  Vessels  load  to  anchor. 
Good  holding  ground  in  2i  to  3  fathoms. 

Little  Swamico  River,  3  or  4  miles  north  of  Big  Swamico,  hM 
lumber  mills  (Gardner  &  Co.)  Vessels  load  to  anchor  in  2^  to 
8  fathoms. 


42 


Thompson's  coast  pilot. 


Oconto  River,  about  11  miles  north  of  Little  Swamico,  has 
lumber  mills  (Brewster  &  Co.)     Lumber  rafted. 

Pcnsaukec  River,  5  miles  south  of  Oconto  River.  Gardner's 
Mills.  Vessels  load  to  anchor  in  2k  iathoms  water.  Lumber 
rafted. 

Pershetico  River,  5  miles  to  the  northward  of  Oconto  River. 
Vessels  load  to  anchor.  Lumber  rafted.  Pershetico  Lumber 
Company  has  a  dock  built  out  to  load  from. 

The  Oconto  Bank  lies  between  Oconto  Point  and  Little 
Swamico,  and  nearly  opposite  Pensaukee  River.  Least  Vr'ater 
6J^  to  7  feet.  ,. 

Note. — A  Lighthouse  has  been  erected  on  Green  Island,  and 
shows  a  bright  white  light.  | 

In  passing  through  to  the  westward,  between  Green  Island 
and  Menomonee  River,  observe  that  there  is  a  shoal,  f  of  a  mile 
long,  forming  an  elbow,  from  the  west  end  of  the  island,  running 
out  WNW.  "fter  clearing  which  you  can  run  o'-t  into  the  bay, 
S£byS^S  uniit  the  east  eud  of  Green  Island  is  just  open  with 
the  west  end  of  Chamber's  Island,  then  shape  your  course  SW 
byS^S  until  abreast  of  Pershetico  Point  andv^shoal,  7^  miles, 
thence  up  the  bay. 

Point  Peninsular  light,  on  the  point  of  same  name,  between 
Little  and  Big  Bay  de  Noc.     Fixed,  visible  12  miles. 

EHcanaba  light,  at  the  extreme  end  of  Sand  Point,  in  Little 
Bay  de  Noc.     Fixed  (red),  visible  8  miles.  ;  , 

Menomonee  River,  nearly  opposite  Green  Island,  has  4  to  5 
feet  water  over  the  bar.  Mills  up  river ;  New  York  Lumber 
Co. ;  T.  H.  Bently ;  and  Luddington  &  Co.  Good  holding 
ground  off  Mr.  Jacob's  house,  in  5^  fathoms  water.  Vessels 
load  outside.     Lumber  scowed  out. 

Little  Sturgeon  Bay.  J.  B.  Gardner  &  Co.  Vessels  load 
inside  to  the  dock.     Seven  miles  from  Big  Sturgeon  Bay.         , 

Beaver  Island  light,  revolving,  visible  sixteen  miles,  on  the 
south  eud  of  Beaver  Island.  A  leading  light  for  the  Straits  of 
Mackinaw  and  Green  Bay.  The  bottom  off  this  Lighthouse  is 
hard,  in  3  to  7  f iathoms. 

Beaver  Island  Harbor  light,  fixed,  visible  9  miles,  on  Whisky 
Fo;:*t,  at  the  entrance  to  Beaver  Harbor,  ou  the  north  side. 


I 


' 


THOMPSON  9   CX)A8T   PILOT. 


43 


The  harbor  is  easy  of  acces"  To  go  in,  bring  the  Lighthouse 
to  bear  WNW,  and  run  in,  leaving  the  light  to  the  starboard  ; 
you  will  carry  from  9  to  10  fathoms  water  well  into  the  bay. 
The  wood  dock  on  the  south  side  of  the  bay  is  nearly  opposite 
the  Lighthouse ;  has  good  water  alongside  in  from  10  to  16 
feet.  The  best  anchorage  in  the  bay  is  from  7  to  9  fathoms 
water,  mud.  Cable's  Dock,  at  the  SE  end  of  the  island,  has  9 
to  12  feet  water,  with  good  wood.  Three-quarters  of  a  mile 
south  of  the  dock  is  good  holding  ground,  in  3|  to  5  fathoms. 
And  all  along  shore  to  the  northward. 

Skillegolee  light,  fixed;  red,  visible  19  miles,  on  Skille- 
golee  Rock,  8i  miles  from  Point  Wangoshance  Lighthouse, 
16f  miles  from  Beaver  Harbor  Lighthouse,  and  5}  miles  from 
the  mainland  SE  from  it ;  bearing  from  Beaver  Harbor  WbyN 
f  N.  The  depth  of  water  from  it  to  the  mai'-iland  is  from  23  to 
146  and  263  feet.  Skillegolee  Fog  Horn  sounds  every  5  min- 
utes in  foggy  or  thick  weather. 

Point  Waugoshance  light,  fixed,  varied  by  flashes,  visible  14 
miles,  stands  on  a  crib  or  pier  on  the  outer  reef  oflf  Point  Wau- 
goshance ;  is  7<yfeet  above  the  level  of  the  Lake,  and  is  one  of 
the  principal  leading  marks  in  the  Straits.  There  is  a  good 
channel  between  it  and  the  point  in  from  15  to  20  feet  water. 
This  light  can  always  be  trusted  to,  and  is  well  kept.  Point 
Wangoshance  has  a  Fog  Bell,  struck  by  machinery. 

South  Fox  Island  light,  on  the  extreme  SE  end  of  South  Fox 
Island,  revolving  red,  visible  16  miles. 

Grand  Traverse  light,  fixed,  visible  11  miles,  on  the  NW 
point  of  Traverse  Bay,  and  is  a  leading  mark  for  the  Bay  and 
Straits  of  Mackinaw. 

South  Manitou  Island  light,  fixed,  visible  14  miles,  on  the 
South  Manitou  Island,  10  miles  from  the  east  shore  of  Lake 
Michigan.  Has  a  Fog  Bell,  struck  by  machinery.  Good  hold- 
ing ground,  witii  the  dock  bearing  NWbyW,  in  from  7  to  9 
fathoms  water. 

Point  Betsey  light,  flash,  visible  14  miles,  on  the  point  of  that 
name,  east  side  of  Lake  Michigan,  20  miles  from  South  Maniton 
Island  Lighthouse.  This  is  a  prominent  light,  and  is  a  good 
leading  mark  for  the  Straits. 


•  • 


,-^ 


*   r^ 


44 


THOKPSON^S  0OA8T  PELOT. 


Betsey  j  iver,  Town  Frankfort,  has  piers.    Ten  feet  water. 

Manistee  light.  A  Lighthouse  is  to  be  erected  at  this  port, 
16  miles  NEbyN  from  Big  Point  Au  Sable,  and  SJW  80  miles 
from  Point  Betsey  Lighthouse. 

Grand  Point  Au  Sable  light,  on  Grand  Point  Au  Sable,  45 
miles  south  of  Point  Betsey  light,  east  shore  of  Lake  Michigan, 
fixed,  visible  19  miles. 

Muskegon  light,  fixed,  visible  10  miles,  at  the  mouth  of  Mus- 
kegon River,  12  miles  north  of  Grand  River;  from  7^  to  8  feet 
water  over  the  bar. 

Grand  River  light,  fixed,  varied  by  flashes,  visible  14  miles, 
at  the  mouth  of  Grand  River,  28  miles  north  of  Kalamazoo 
River.  To  enter  this  harbor,  range  the  two  stakes  on  the  south 
bank  of  the  river,  and  run  in.  The  Lighthouse  is  on  the  south 
side  of  the  river,  and  the  range  stakes  are  to  the  north  of  it ; 
these  stakes  are  lighted  with  lamps  at  night.  A  Fog  Bell  is 
erected  at  Grand  Haven,  on  the  pier,  struck  by  machinery. 

Kalamazoo  light,  fixed,  visible  10  miles,  at  the  mouth  of  Kal- 
amazoo River,  on  the  north  side,  about  40  miles  north  of  St. 
Joseph.  This  harbor  is  continually  changing.  No  accurate 
directions  can  b's  given  at  present  for  entering  the  harbor,  but 
vessels  can  come  to  and  sound  the  bar,  and  run  in.  The  chan- 
nel has  alwavB  been  very  narrow,  and  until  the  ranges  are 
properly  placed/  it  is  not  safe  to  venture  in  without  sounding. 

St.  Joseph  light,  fixed,  varied  by  flashes,  visible  15  miles,  at 
the  mouth  of  St.  Joseph  River,  about  25  miles  north  of  New 
Buffalo.  Beacon  light,  fixed,  visible  5  miles,  on  the  south  pier. 
This  harbor  is  under  improvement.  The  piers  were  tempora- 
rily repaired  last  season,  and  had  ten  feet  of  water  straight  in 
over  the  bar.  When  the  piers  are  thoroughly  repaired,  the 
channel  will  op«n  itself,  and  will  be  one  of  the  best,  if  not  the 
best,  harbor  on  Lake  Michigan.  It  is  an  easy  harbor  to  make 
in  any  weather,  and  masters  of  vessels  will  be  rejoiced  to  know 
that  there  is  a  harbor  of  refuge  under  their  lea,*  14  feet  water 
may  be  lookep  for  in  a  short  time.  The  Lighthouse  is  on  the 
hill,  to  the  southward  of  the  Liberty  Pole.  The  piers  run  out 
NWbyW. 


THOMTSON  9  COA8T   PILOT. 


No 


New   BtifTalo,  about  12  miles  north  of  Michigan  City, 
harbor  nor  light. 

Michigan  City  light,  iixed,  viHible  11  milcn,  at  the  south  end 
of  Lake  Michigan.  Lighthouae  on  the  north  side  of  the  harbor. 
Five  feet  water  over  the  bar.  This  harbor  is  under  improTe* 
ment,  and  can  be  made  a  good  harbor. 


VARIATIONR   OF  COMPASS. 


On  Lake  Michigan,  from  4"*  to  5"  E. 
At  the  head  of  Green  Bay,  6°  25'  E. 


COURSES  AND  DISTAWCES  ON  THE  EAST  SHORE  OF  LAEB 

MICHIiiAllI. 

KV  All  courses  marked  [*]  are  magnetic.  Courses.    Miles. 

From  Michigan  Cito  to  New  Buffalo *NEbyE  13 

"     New  BuflFalo  to  St.  Joseph *NEbyNiN  26 

"     St.  Joseph  to  Kalamazoo NNE  40 

"     Kalamazoo  to  Grand  River NiW  28 

"     Grand  River  to  Little  Point  au  Sauble 'Nby  WfW  44 

"     Little  Point  au  Siuble  to  Big  Point  au  Sauble NiE  28 

"     Big  Point  au  Sauble  to  Point  Betsey •NbyEiE  48 

"     Point  Betaey  to  Sleeping  Bear NNE    .  18 

Manistee,  about  16  miles  from  Big  Point  aa  Sauble,  has  six 
to  7  feet  water  over  the  bar,  but  cannot  be  trusted  to  as  an 
average.  Vessels  load  outside.  There  are  two  docks  at  the 
place. 

Black  River  has  two  Piers,  and  is  under  improvementt 
About  10  feet  water  over  the  bar. 


^■. 


SAILING  DIRECTIONS  FOR  LAKE  HVRON,  ETC. 

FROM  THE  READ  OF  ST.  CLAIR  Rl'^ER  OR  PORT  GRATIOT  LIOHTHOUSK 
TO  DETOUR  LIOHTHOUSE,  ENTRANCE  TO  ST.  MART'S  BIVER,  TWO 
HUNDRED  AND  TWENTY-SIX  MILES,  AS  FOLLOWS : 

From  the  bead  of  the  River  St.  Clair  NNE  2^  miles,  into 
Lake  Huron ;  thence  NbyW  71  miles,  to  abreast  of  Point  aox 
Barques  Lighthouse,  whioh  should  hear  WbyS  8  milet  off; 


;  CIS, 


46 


THOMTSON  S   COAST    riLOT. 


thence  NXW  77^  miloH  to  abreast  of  Tliundor  Bay  Inland 
Ligliihon.so,  bearing  WSW  5  miles;  ihcnoo  NVVbyN  75  miles 
to  llio  mouth  of  Detour  passage ;  bring  Detour  light  to  bear 
west,  1  mile  distant.  After  running  NWbyN  from  Thunaer 
Bay  Island  Lighthouse  for  27  miles,  Presqu'ile  light  should  bear 
SVVbyW,  distant  5  miles. 

KKOM  FORT  GKATIOT  MOnTIlOUHK  TO  MACKIXAW,  241  MILES. 

The  same  as  above  to  Presqu'ile,  178  miles  ;  thence  NWbyW 
iW  CO  miles,  to  a  point  i  a  mile  north  of  Bois  Blaoe  Island 
Lighthouse ;  thence  W4  N  9^  miles,  to  Mackinaw  Harbor. 

FROM   I'RESQU'ILE   TO  TflE    DOCK  AT  PUNCAN    CITY   OR  8IIKB0YOAN 
BAY,  FIFTY-NINE  AND  ONE-HALF  MILES. 

From  Presqu'ile  NWbyWJVV  50  miles;  thence  west  8  miles,' 
passing  ^  of  a  mile  north  of  Sheboygan  Lighthouse,  and  1  mile  to 
the  westward  of  the  same;  thence  south  i^^  miles,  to  the  dock 
at  Duncan;  and  note,  that  in  rounding  the  Lighthouse  point 
you  will  carry  from  3  to  SJ-  fathoms  water  close  to,  until  you 
range  the  south  side  of  the  dock,  when  you  will  suddenly  drop 
into  5  fathoms,  where  you  can  let  go  an  anchor  or  run  along- 
side of  the  dock. 

Spectacle  Reef  bears  from  Bois  Blano  Lighthouse  EbyS  13} 
miles,  and  due  east  from  the  Beacon  on  the  ^E  point  of  the 
same  9  miles.  It  bears  from  Sheboygan  Lighthouse  N£byEj-E 
15  miles,  and  from  Detour  Lighthouse  SW^S  17}  miles. 

St.  Martin's  Beot  bears  from  Bois  Blanc  Lighthouse  NEbyE^ 
E  15^  miles,  and  from  Detour  Lighthouse  WbyS^S  Hi  miles. 
There  is  a  patch  with  18  feet  water  on  it  3}  miles  WJN  from 
Spectacle  Reef,  and  from  Bois  Blanc  Lighthouse  EbySiS  9} 
miles.  There  is  alsa  a  shoal  with  6  to  9  feet  water  on  it  NNW 
iW  6}  miles  from  Bois  Blanc  Lighthouse,  SWbyWiW  8  milea 
from  Goose  Island,  and  7  miles  from  Mackinaw  Harbor  on  the 
same  range. 

The  reef  off  Goose  Island  sets  off  SSE^E  1  mile ;  rooky, 
with  1,  2,  3,  4  and  9  feet  water  on  it. 

Tobin'B  Reet  lies  NWby W  3  miles  from  St.  Martin's  Reef, 
and  has  from  6  to  9  feet  of  water  on  it. 

St.  Martin's  Reef  has  from  7  to  11  feet  ot  water  on  it. 


THOMPSON  8   COAST   PILOT. 


47 


Vessels  bound  to  Mackinaw  will  find  plenty  of  water,  with  a 
5  to  0  mile  channel,  clear  of  theHe  reefs. 

The  coast  from  Dolour  to  Point  St.  Martin  is  very  rocky, 
with  indentations,  points  and  islands,  forming  several  good 
harbors. 

ScatPmon  Harbor  is  one  of  the  best,  with  0  to  6  fathoms 
water  going  in.  Root  Island,  at  the  entrance  on  the  starboard 
hand,  bears  from  Bois  Blanc  Lighthouse  NKbyN  12  miles. 

Marquette  Bay  is  also  a  good  harbor.  The  entrance  bears 
from  Goose  Island  NbyWJW  iJj  miles.  To  run  into  the  bay, 
keep  the  starboard  side  close  aboard,  in  5  to  6  fathoms,  haul  up 
to  the  eastward,  and  come  to  in  4  to  5^  lathoms  water,  mud 
bottom.  The  entrance  is  1  mile  wide,  with  nothing  less  than 
*6  fathoms  water,  except  off  Point  Brulee  on  the  port  side. 
The  shoal  off  this  point  has  11  feet  of  water  on  it,  and  drops  off 
suddenly. 

There  is  a  patch  of  rock  with  17  feet  of  water  on  it  betw.een 
NW  end  of  Round  Island  and  old  Mackinaw,  bearing  from  old 
Mackinaw  NEbyE^E,  and  from  the  center  of  Round  Island  3i 
miles  WbySiS. 


THE  OLU  COURSES  USUALLY  RUN  BY  YESSELS  ON  LAKE 

HURON. 

Run  out  of  St.  Clair  River  NNE  24  miles;  thence  NbyW 
75  miles,  to  Point  aux  Barques.  This  shore  can  bo  run  along 
at  a  distance  of  1  to  li  miles,  to  abreast  the  Lighthouse,  in  8^ 
fathoms.  The  bottom  is  hard  close  in  as  yon  approach  the 
Lighthouse.  From  Point  anx  Barques  Lighthouse  2  miles, 
bearing  Wby  S,  you  will  have  three  fiathoms  water,  hard,  with 
boulders  and  spots  of  mud.  From  Point  aux  Barques,  with 
light  bearing  WbyS,  distant  3  miles,  steer  NNW  75  miles,  to 
Thunder  Bay  Island  Lighthouse.  In  case  of  heavy  westerly 
winds,  vessels  generally  haul  well  up,  in  crossing  Saginaw  Bay, 
under  the  high  lands  of  Sauble,  which  can  be  approached  within 
2  miles  with  safety  all  along  shore.  From  Tbander  Bay  to 
Presqu'ile  NWbyN  30  miles;  from  Presqn'ile  to  the  entrance 
of  the  Straits  of  Miohilimaokinao  NWbyWiW  50  miles;  thmo* 


48 


THOMPHON  S  (X)AJrr  PIT/rr. 


west  to  ahrcABt  of  Shoboygan   light;  thonce  NVVbyWJW   16 
miles  to  old  Fort  Mackinaw. 


I 


{  > 


^ 


GEORGUN    BAV  AND  THE  CANADA  SIDE  OF  LAKE 

HURON. 

From  Fort  Gratiot  Lighthouse  to  Cape  Ipperwash,  Ontario, 
NEiE  25  miles;  and  note  that  a  reef  sets  off  this  point  in  a 
northwesterly  direction  2  miles,  with  6  to  8  feet  water  on  it, 
rook. 

Sauble  River  is  in  the  bight  of  the  bay  to  the  northward  of 
this  reef. 

From  Fort  Gratiot  Lighthouse  to  Goderich,  Ontario,  NEby 
N  62  miles. 

From  Fort  Gratiot  to  Cove  Island  NbyE  163  miles. 

From  Fort  Gratiot  to  Pine  Brook,  Ontario,  NbyEJE  76 
miles. 

From  Fort  Gratiot  to  Cape  Hurd,  Ontario,  Nby£i£  155 
miles.  ■  ■:     f      .a-. 

From  Fort  Gratiot  to  Horse  Shoe  or  Lucas  Island  NfE  171 
miles. 

From  Point  auz  Barques,  U.  S.,  to  Goderich,  Ontario,  EbyS 
iS  54  miles. 

From  Thunder  Bay  Island  Lighthouse,  U.  S.,  to  the  Chantry 
Islands,  Ontario,  ESE  95  miles. 

The  Saugeen  River  is  a  little  to  the  northward  of  these 
Islands,  and  has  from  6  to  7  feet  of  water  over  the  bar.  The 
coast  from  this  up  to  Cape  Hurd  is  very  rooky,  and  should  not 
be  approached  without  a  pilot  in  less  than  7  fathoms  water. 

From  Thunder  Bay  Island  Lighthouse,  U.  S.,  to  Cape  Hurd, 
Ontario,  EbyN  78  miles. 

From  Goderich,  Ontario,  to  the  Detour  Lighthouse,  U.  S., 
NW^N  141  miles,  to  abreast  of  Presqu'ile ;  thenoe  N  WbyN  47 
mile«. 

FROM  OOOBBIOH,  OITrARIO,  TO  MAOKINAW. 

From  Goderich  to  Fre$qa'ile  NWfN  185  miles,  to  abreut 
•f  PoBWia'Uek  betoipg  wett,  8  mlleai  oft;  thance  NWbyWiW 


TirOMI-flON'a   COART    PILOT.  4$ 

(m  milen  to  Hois   HIano   Iflland    Ligltthotiso ;  thenco  WJN  0^ 
mills,  to  Markinaw  Harbor. 

From  Covo  Island,  Ontario,  to  tho  outer  Duck  Inland  VVbyN 
iN  53  milen. 

From  Outer  Dock  Island,  Ontario,  to  the  Detoar  Lighthouse, 
U.  S,,  NWhyW^W  4H  miles. 

From  Sulphur  Island  (inside  the  islands)  to  Clapperton 
Island,  Ontario,  K^S  60  miles. 

From  Christian  Island,  south  point,  to  Owen  Sound,  Ontario, 
W*S  29  miles. 

From  Christian  Island  to  Cabot's  Head,  Ontario,  NWbyW 
50  miles. 

From  Christian  Island  to  Cape  Smyth,  Manitoolin  Island, 
NW  northerly  86  miles. 

From  CoUingwooQ  to  Tiny  MilU  NEJN  U  miles. 

From  Collingwood  to  Lighthouse  on  Christian  Island  NNEf 
N  18  miles. 

From  Collingwood  to  Western  Islands  NbyW  S8  miles. 

From  Collingwood  to  French  River  entrance  NNWiN  100 
miles. 

From  Collingwood  to  Lonely  Island  NW JN  86  miles. 

From  Collingwood  to  Cabot's  head  NW  65  miles. 

From  Lonely  Island,  the  route  is  past  Cape  Smyth  (or 
around  George  Island  to  Shebawananing)  to  Badgely  Island  24 
miles ;  from  Badgely  Island  ran  to  the  southward  of  Straw- 
berry Island,  and  up  to  Little  Currant ;  from  Little  Currant 
to  Clapperton  Island  (passing  either  north  or  south  of  it) ;  and 
from  Clapperton  Island  to  Sulphur  Island  W^N  60  miles; 
thence  from  Sulphur  Island  to  Bruce  Mines ;  thence  through 
intricate  channels  to  St.  Mary's  River. 

FROM  ICAOEmAW  TO   COLLINGWOOD,  ONTARIO. 

From  Mackinaw  to  Bois  Blano  Island  Lighthouse  E|S  9h 
miles ;  thence  ESE  5^-  miles,  to  abreast  of  the  S£  point  of  the 
same;  thence  EbySiS  1851  miles  to  Cove  Island.    Keep  to  the 

• 

northward  of  Cove  Island,  pretty  close  to,  in  28  feet  of  water ; 
and  after  passing  the  north  point  oi  the  island  where  the  light 
stands,  hanl  op  for  Echo  Island,  and  run  along  to  the  eastward^ 
pretty  close  to  the  Bear's  Romp,  which  ia  7  or  8  milea  from  thft 


-M^ 


60 


THOMI'SON  B   C0A8T    I'lLOT. 


LigtitliouHO,  lunvin^  two  HliualH,  th«  Whitu  Shingle  Ii«lnn<1  and 
Hhoal,  and  Siiak**  InLiiiiI,  to  tiin  iir)rtliW)ir<l.  Tliu  tirHt  ur  outer 
•hottl  huai'M  NNW2W  from  Cove  IhIuhJ  and  Lighthouse  U  to  li 
mtleH;  and  the  necond  hearH  SliyK  from  White  Shingle  Inland, 
with  18  feet  of  water  on  it.  You  will  carry  deep  water  until  you 
are  paHt  Echo  Inhind;  leaving  it  to  starboard,  run  for  the  Uear'a 
liunip,  which  w  the  next  iHhind  to  the  eastward,  with  deep 
water  close  to;  leaving  it  and  the  Flower  l*ot8  to  star- 
board alNo;  when  pant  the  Bear's  liump,  haul  up  SEbyEjK  for 
Cabot's  Head,  about  15  miles;  tbonce  ISE^S  60  miles  for  Col- 
lingwood. 

From  Cabot's  Head  to  Bear's  Rump  WbyN  15  miles,  leaving 
tho  Rump  to  starboard,  and  the  Flower  Pots  to  port;  thence 
the  same  course  to  Cove  Island  Lighthouse  7  miles. 

TO  IIDN  THBOUOir  THE  CHANNEL  TO   THE  80UTIIWAKD  OP  COVK 

ItiLAND. 

After  clearing  the  west  point  of  the  island,  which  is  shoal, 
keep  along  the  south  bide  of  the  island  pretty  close  to,  leaving 
Gove  Island  and  several  small  islands  to  the  northward,  and 
Middle  Island  on  either  side,  stcenng  due  east  23  miles  from 
Middle  Island,  or  until  Cabot's  Head  bears  SWbyW  4  or  5 
miles  distant ;  thence  SE^S  60  miles  to  CoUingwood  Harbor. 
This  route  runs  you  about  S^  miles  from  Surprise  Shoal  and  5( 
from  Cape  Croaker. 

FUOM  CABOT'S  HEAD  TO  PENETANOUISHENE. 

From  Cabot's  Head  to  the  Giant's  Tomb  ESE  60  miles.  In 
running  on  this  route  to  Peiietanguishene,  yon  leave  a  group  of 
small  islands,  called  the  Western  Islands,  about  1^  to  2  miles 
to  the  northward,  and  Hope  Island,  close  to,  to  the  southward. 
When  past  Hope  Island,  haul  up  SE^E  for  the  mainland,  leav- 
ing the  Giant's  Tomb  Island  well  to  port  to  clear  some  rooks 
which  lie  oif  the  SE  end  of  the  island ;  follow  the  shore  round 
until  nearly  abreast  of  Pine  Point;  then  haul  over  to  port, 
keeping  the  islands  best  aboard  until  above  the  point;  then 
haul  up  to  the  SW  and  run  into  the  bay. 

It  is  necessary  to  take  a  pilot  on  first  going  into  Penetan- 
guishene  Harbor.  There  ia  plenty  of  room  after  passing  Pine 
Point. 


THOMPSON  s  roKtrr  pirxrr. 


61 


FROM       \norH    IIKAI)  TO    rKNKTANOII»!IIKVK.  TMUOtVHl   TIIEriIUIl+- 
TIAN  IHl.AND  «  IIANNKF. 

From  C'uhot'n  Hfdd  to  C'liriHtinii  IhliuulH  KSKiS  .'»IJ  niilos. 
In  running  throui»h  this  clianiit  I,  kocp  IIopo  Islarul  to  j»ort, 
ChiMliaii  ami  llockwith  to  8tftrl»(»ar(l ;  ami  when  i>a>*t  Bcckwilh 
Iflland,  Imiil  up  lor  tlio  inainlaiMl  aV)OMt  K>SK  (>  miloN,  antl  run 
into  Punetangu'iHlione  ns  directed  above  from  Hope  Ittlaud. 

FUOM    COI,MN0Wf)OU   TO  rKN'KTANOflHUKNK.    I.KAVINO   TIIK    rilUIS- 
TIAN  Irtr.ANUS  T(t  THE  NORTHWARD. 

From  Collingwood  to  Christian  Island  Lighthouse  NNEJN 
18  miiea;  thence  run  the  main  shore  from  point  to  point,  at  a 
distance  of  J  to  I  mile,  until  abreast  of  the  ^  want's  Tomb 
Island  ;  then  run  in  as  directed  above. 

SE  from  the  Lighthouse  is  a  patch  of  rooks  off  the  mainland 
about  i  a  mile.  The  depth  of  water  in  this  channel  is  from  17 
to  18  feet,  until  well  past  the  Lighthouse.  To  mak  a  harbor, 
haul  up  into  the  bay  to  the  northward,  and  come  to  in  3  fiath- 
oma  water  close  in. 


THE  DUCK  ISLASiDS,  LAKE  HURON. 

The  Duck  Islands  lie  NbyEiE  43  miles  from  Thunder  Bay 
Island  Lighthouse,  U.  S.,  and  WbyNfN  63  mfles  from  Cove 
Island,  Ontario. 

There  is  good  holding  ground  between  the  Great  Duck  and 
Outer  Duck  Islands.  The  Outer  Duck  is  to  the  eastward  of 
the  Great  Duok,  off  the  south  end  of  it.  To  make  a  harbor, 
bring  the  passage  open  between  the  two  islands,  bearing 
NbyWiW,  and  haul  up  on  that  course,  leaving  the  reef  off 
each  Island  on  each  side,  in  22  to  80  feet  of  water.  There  is 
15  feet  of  water  on  the  end  of  the  Great  Duck  Shoal,  and  11 
on  the  Outer  Duok.  These  two  reefs  run  out  about  SSE,  which 
makes  a  good  lee.  Run  well  up  and  past  the  south  end  of  the 
Great  Duck,  and  come  to ;  anchor  in  any  part  of  the  bay. 

There  are  two  good  passages  between  these  islands ;  one 
between  the  Great  Duck  and  Middle  Duck,  and  the  other 
between  the  West  Duck  and  Middle  Duck.  These  passages 
can  be  plainly  seen  in  clear  weather. 


I 


62 


THOMPSON  8   CO  AST   PILOT. 


TO  RTTN  INTO  OKOROIAN  BAY  BY  FITZWIMJAM  ISLAND  UHANNKL. 

From  the  Duck  lalanvls  to  the  south  point  of  Fitzwilliam 
l8lan<l  EbyS  60  miles.  When  abreast  t)»e  point  haul  up  NE  4 
miles,  leaving  Lucas  T.sland  and  Yeo  Island  to  starboard  (and 
note  that  a  small  islard,  named  James  Island,  with  a  reef  run- 
ning SW  from  it,  lays  NE  from  Yeo  Island);  thence  SEbyE 
2Gi  miles  to  Cabot's  Head,  leaving  Halt  Moon  Island  8i  miles 
to  the  northward.  Nothing  less  than  30  to  40  feet  through  this 
channel.  To  run  through  to  tho  southward  of  Lucas  Island, 
leave  Yeo  Island  and  James  Island  NE  of  Lucas,  to  the  north- 
ward, steering  due  east  for  11  miles ;  thence  SEbyE  for  Cabot's 
Head. 

Cape  Hurd  Channel  is  very  difficalt,  and  cannot  be  run  except 
with  a  good  pilot. 

Tober  Moray  or  Collin's  Harbor  is  an  excellent  one,  lying  SE 
southerly  from  the  east  end  of  Cove  Island,  and  is  easy  of  access 
by  daylight. 

Mississauga  Passage  is  deep — from  30  to  204  feet  water.  To 
run  through,  open  the  passage  and  steer  about  N^W,  keeping 
the  east  side  best  aboard.  The  west  side,  at  the  entrance,  is 
rooky,  and  composed  of  magnetic  reefs.  To  clear  the  rocks  on 
the  east  side  before  entering  the  channel,  keep  the  NE  point  of 
Cookbum  Island  open  with  the  SW  point  of  the  Great  Mani- 
toulin  Island,  and  when  through,  haul  up  NWbyW  22  miles, 
for  Snlphar  Island. 

The  False  Detour  Passage  is  deep,  but  not  quite  so  straight 
as  the  Missiseauga  Channol.  To  run  through,  keep  midway,  in 
54  to  120  feet  water,  Roeky  on  both  sides.  After  getting  well 
into  the  channel,  the  course  is  about  NNE ;  when  through,  steer 
NW  for  Sulphur  Island  14  miles. 


SAGINAW  BAT  AND  THE  HIGH  LAUDS  OF  SACBLE. 

FROM   POINT  AUX   BARQUKS   TO   SAGINAW  RIVBli,   SIXTY   MILES,  AB 

FOLLOWS : 

From  Point  aux  Barques  to  Charity  Islands  N WiW  8  miles ; 
thence  WiS  22  miles;  thenoe  SWbyS  33  miles,  or  until  tho 
Lighthouse  at  the  entrance  to  Saginaw  River  bears  SiW  (mag- 


J 


THOMPSON'S  (JOART   PH-OT.  68 

netic);  you  will  then  he  in  12  to  14  feet  water;  ran  on  this 
range  until  the  first  hnoy  h  made  close  aboard  on  the  larboard 
hand ;  then  haul  up  S^E  (magnetic),  keeping  the  buoys  (black) 
on  the  larboard  hand  until  all  are  passed,  when  you  are  in  the 
river.  Should  the  buoys  not  be  visible,  as  is  sometimes  the 
case,  being  carried  away  or  moved,  then  run  for  the  Lighthouse, 
on  the  bearing  SJW  (magnetic),  until  Frazer's  Dock  (the  first 
one  on  the  starboard  hand  in  the  river,  and  plainly  seen  from 
the  bar),  bears  SiE  (magnetic);  then  haul  up  and  run  for  the 
dock  until  the  lead  indicates  you  are  over  the  bar  and  in  the 
river.  '  ;       ^    =    .    - 

With  the  wind  from  the  NE  the  water  rises  from  7  to  15 
inches,  and  from  the  south  and  SW  the  water  lowers  from  2  to 
8  inches  from  the  common  level. 

FROM  SAGINAW  RIVER  TO  THUNDER  BAY  ISLAND  LlOnTHODBE. 

From  Frazer's  Dock  run  out  NJW  (magnetic),  leaving  all  the 
black  buoys  on  the  starboard  hand ;  and  when  clear  of  the  outer 
buoy  No.  1,  haul  up  N;^E  (magnetic)  until  the  lead  indicates  12 
to  14  feet  water;  then  shape  your  course  NEbyN  55  miles,  for 
Point  Sauble,  leaving  the  Charity  Islands  4  miles  to  the  east- 
ward, and  Sandy  Point  2i  miles  to  the  westward  (the  Charity 
Island  LighthoQse  bears  from  Tawas  Bay  Lighthouse  S^E  12 
miles);  thence  5  miles  on  the  same  course,  to  abreast  of  Sauble 
River;  thence  N^E  43  miles,  to  Thunder  Bay  Island  Light- 
house,  bearing  WSW  4  miles,  and  proceed  up  lake  as  directed 
before. 

FROM  POINT  AUX  BARQUES  TO  SAUBLE  RIVER,  AND  ALONG  UHOBB  TO 

THUNDER  BAY. 

Sacblk  River. — This  river  is  150  miles  long,  suitable  for  nav- 
igation, and  it  is  to  be  hoped,  by  the  aid  of  government  or  the 
State,  it  will  yet  be  opened  to  the  lake  trade.  A  good  harbor 
of  refuge  could  be  made  here  by  extending  piers  into  the  lake. 
The  current  in  spring  would  make  the  channel,  without  dredg- 
ing, if  the  piers  were  rnn  out  far  enough  to  overcome  the 
ground  swell.  It  would  also  be  of  great  advantage  to  the 
growing  oonnty  of  Iosco. 

From  Point  aoz  Barques,  with  Lighthouse  bearing  WbyS  4 

8 


m 


m 


THOMPSONS  COAST   PILOT. 


miles  flistant,  Bteer  NW.?W  40  miles,  to  Sauble  River.  There 
is  Irom  lib  to  4  feet  water,  over  the  bar,  and  it  is  the  principal 
fishing  station  on  ^his  coast.  In  approaching  the  shore,  in  the 
neighborhood  of  Sauble  River,  the  soundings  are  gradual; 
you  v/ill  have  3J  fathoms  water  at  a  distance  of  1^  miles  from 
the  beach,  sand.  To  run  along  the  shore  to  Thunder  Bay,  give 
all  the  points  a  berth  of  1^  miles;  and  to  touch  at  any  of  the 
different  fi.'^hing  stations,  run  until  abreast  of  any  of  them,  and 
haul  in  due  west  unri!  yen  get  2^  fathoms  water,  hard  bottom. 

Nearly  all  along  t.iis  shore,  from  Sauble  Point  to  Black 
River  iHland,  you  will  find  good  holding  ground  in  7  to  10 
fathoms  water.  From  Point  aux  Barques  to  Tawas  Light- 
house WNWiW  47  miles,  to  anchorage. 

Harris'  Mill  and  Fishing  House  is  18  miles  north  of  Sauble 
River.  Frpm  Harris'  to  Thunder  Bay  Island  Lighthouse  NbyE 
27  miles  (town  of  Harrisvillc). 

At  Black  River  Island  a  harbor  can  be  made  with  safety  for 
small  vessels,  by  running  in  due  west  close  to  the  south  end  of 
the  island.  You  will  run  over  a  bar  of  rock  with  12  to  13  feet 
water,  and  come  to,  with  the  island  bearing  £N£,  in  2^  fath- 
oms water. 

Thunder  Bay  River,  on  the  NW  side  of  the  bay,  is  a  fine  lit- 
tle stream,  with  from  7  to  8  feet  water  over  the  bar;  has  7 
saw  mills,  and  is  a  fishing  station.  The  river  is  180  feet  wide 
inside.  There  are  two  docks  at  this  river,  one  on  each  side,  for 
wood  arid  lumber. 

Devil  River,  on  the  SW  side  of  the  bay,  has  3  to  4  feet  water 
over  the  bar.  There  is  a  dock  and  mills  at  this  place.  Vessels 
load  outside. 

Paxton's  Bay,  between  Sugar  Island  and  Thunder  Bay 
Island,  is  a  good  harbor  for  steamboats,  with  2i  fathoms  water. 
It  is  open  to  the  south,  but  is  protected  by  a  reef  ranning  SB 
from  Sugar  Island,  and  a  reef  setting  out  west  from  Thunder 
Bay  Island.  Hardly  any  sea  makes  in  with  a  south  wind,  and 
with  other  winds  it  is  perfectly  smooth.  It  is  worth  any  one's 
time  to  go  in  and  examine  this  harbor.  The  Lighthouse-keeper 
or  any  of  the  fishermen  are  pilots  amongst  these  islands.  Mr. 
Paxton  has  a  large  fishing  house  here,  and  good  boat  dooks  on 


T 


THOMPSON  8   COAST   PILOT. 


55 


each  side  of  the  bay.  The  best  anchorage  for  vessels  outside  is 
between  Sugar  Inland  and  the  mainland. 

Middle  Island,  15  miles  from  Thunder  Bay  Island,  has  good 
shelter  from  NE  gales.  To  make  a  harbor,  stand  in  shore 
below  the  island  and  reef,  and  work  up  between  it  and  the 
mainland,  and  come  to  under  the  HW  point  of  the  island,  in  7 
to  9  fathoms  water.  There  is  a  good  channel  between  the 
island  and  mainland,  which  can  be  plainly  seen  in  daylight,  and 
vessels  can  come  in  for  shelter  from  the  North  winds. 

The  only  obstruction  in  going  round  the  south  end  of  the 
island,  is  the  shoal  off  the  SE  end  of  it,  which  can  readily  be 
discerned  by  the  color  of  the  water  in  calm  weather,  and  the 
breakers  in  rough. 

f^also  Presqu'ile  is  good  shelter  from  NW  to  NE  winds. 
Vessels  generally  come  to  in  2i  to  3  fathoms  wJiter,  near  the 
entrance  to  the  harbor.  The  bottom,  further  to  the  eastward, 
in  5  and  6  fathoms,  is  hard  ;  and  also  the  whole  coast  along 
inside  of  Middle  Island,  to  Thunder  Bay,  the  water  being  very 
clear  and  the  rocks  white  limestone. 

ALPENA  HARBOR-TONNAGE  DUES. 

In  accordance  with  the  by-laws  of  the  Harbor  Improvement 
Company  of  Alpena,  tonnage  dues  have  been  levied  on  vessels 
visiting  that  port,  the  proceeds  to  be  devoted  to  the  improve- 
ment of  the  harbor.     A  circular  says  : 

The  public  will  take  notice  that  Alpena  harbor  is  Vfivf  open 
for  vessels  and  steamboats;  and  that  all  vessels  and  steamboats 
using  said  harbor,  drawing  over  four  feet  of  water,  will  be 
required  to  pay  the  tolls  or  harbor  dues  prescribed  by  the 
by-laws  of  the  Harbor  Improvement  Company,  which  rates  are 
hereunto  affixed,  viz :  .  ■  , 

All  vessels  and  steamers Ic  per  ton. 

Od  crported  articles,  as  follows : 

Sawed  lumber 10c  per  ton 

Timber,  square  or  round 10c  per  100  cu.  fl 

Lath 3c  per  M 

Shingles 3c  per  M 

Funce  posts 10c  per  100 

Telegraph  poles 30c  per  100 


66 


TnOMPSON'S   COAST   PIWJT. 


Wood  and  bolts 10c  per  cord 

Pish Ic  per  bbl 

Staves  ar  1  liuading 10c  pur  M 

All  other  articles 20c  per  ton 

IMI'OIITS. 

On  merchandlBe 40c  per  ton 

Hay,  pressed  or  bulk 25c  per  ton 

Stone,  lime  and  brick lOc  per  ton 

llacbinery 25c  per  ton 

Anchors,  chains  and  boilers 2oc  per  ton 

Cattle  and  horses  25c  each 

Vessels  or  steamers  using  said  harbor  as  port  or  shelter  from 
Btorms  or  for  shelter  generally,  shall  not  be  compelled  to  pay 
any  tolls  on  their  cargoes,  provided  they  do  not  break  bulk. 
The  harbor  dues  in  schedule  on  hulls  shall  be  paid  by  vessels 
and  steamers  using  said  harbor  for  the  purpose  of  entering  and 
discharging  only  portions  of  their  cargoes,  but  they  shall  not  be 
compelled  to  pay  tolls  on  the  portion  of  their  cargoes  not  dis* 
charged  or  landed. 


THE  STRAITS  OF  MACKINAW  AND    MICHILIMACKINAC. 

FROM  DUNCAN  DOCK  OR  BnEBOYGAN   BAY  TO  POINT  WAUG08HANCE 
LIGHTHOUSE,  THIRTY-FIVE  MILES,  AS  FOLLOWS: 

From  the  dock  north  li  miles;  thence  NWbyWJW  16  miles, 
to  abreast  Old  Mackinaw,  about  J  of  a  mile  from  the  land ;  and 
note  tbtft  this  course  is  the  range  line  from  Sheboygan  Light* 
house  to  St.  Helena ;  thence  WiS  17^  miles,  to  Waugoshance 
Lighthouse,  which  may  be  approached  to  within  i  of  a  mile. 
This  route  passes  ^  a  mile  north  of  the  bold  shore  at  McGul- 
pin's  Point,  where  a  Lighthouse  is  to  be  erected. 

FROM  MACKINAW    TO  POINT   WAUGOSHANrE    LIOHTIIOUSl!:,  THIRTY- 
TWO  MILES   AND  A   HALF,  AS  FOLLOWS: 

From  the  middle  of  Mackinaw  harbor  WbySJS  4^  miles,  so 
as  to  shut  in  Rabbit's  Back  Peak,  behind  Point  St.  Ignace; 
thence  W^S  19  miles,  to  Waugoshance  Lighthouse,  making  it 
ahead  and  leaving  the  height  of  Round  Island  dead  astern. 
This  route  passes  h  a  mile  south  of  the  reefs  off  Point  St. 
Igcaoe,  lometimes  called  the  Graham  Shoals,  the  most  southerly 


%^ 


Thompson's  ooast  pilot. 


w 


one  beipg  well  indicated  by  the  followinac  range  lines,  viz:  a 
line  from  Grosse  Point  to  St.  Ignace,  and  a  lino  from  the  NE 
si  le  of  St.  Helena  to  Point  la  Barb. 

TO  MAKE  A  HAKBOil  AT   ST.    IIRI.ENA. 

From  Old  Mackinaw  NVV'jyWiW  6  miles,  leaving  Point  la 
Barb  at  a  distance  of  1|  miles  to  starboard,  and  the  island  to 
port;  haul  round  the  NE  point  of  the  island,  giving  it  a  good 
berth,  and  come  to  in  the  bay  to  the  northward  of  the  dock,  in 
from  5  to  9  fathoms  water,  soft  bottom.  A  Lighthouse  is  to 
be  erected  on  this  island. 

TO  LEAVK  ST.  HELKNA  NORTH  ABOUT. 

Haul  close  round  the  NW*  end  of  St.  Helena,  and  steer 
Wby^iS  3  mifes,  to  clear  a  shoal  which  lies  due  west  from  the 
island.  This  shoal  can  be  passed  on  either  hand,  and  has  from 
8  to  15  feet  water  on  it.  WSWiS  takes  you  to  Point  Waugo- 
shance  Lighthouse. 

FROM  MACKINAW  TO  THE   DETOUR   PASSAGE,  THIRTY-SIX  MILES,  AS 

FOLLOWS : 

From  Mackinaw  Harbor  east  9i  miles,  to  a  point  2  miles 
north  of  Bois  Blanc  Lighthouse ;  thence  EbyN^N  26}  miles,  to 
a  point  1  mile  east  ot  Detour  Lighthouse ;  and  note  that  this 
course  leaves  St.  Martin's  reef  ^  a  mile  to  the  northward  and 
11^  miles  from  Detour  Lighthouse. 

FROM   MACKINAW  TO   DUNCAN   DOCK  OR  SHEBOYGAN  BAY,  S1XT1:EIT 
MILES  AND  A   HALF,  AS  FOLLOWS: 

From  the  middle  of  Mackinaw  Harbor  WbySfS  1  mile,  to 
shut  Bois  Blano  Lighthouse  in  behind  Round  Island ;  thence 
SEbySiS  6  miles,  to  clear  the  Zella  Shoal  which  sets  off  the 
west  side  of  Bois  Blanc  Island ;  thence  SE^S  9i  miles  to  the 
dock  at  Duncan. 

SHEBOYGAN   RIVER 

This  river  is  about  2  miles  west  of  Duncan  Dock,  and  is  a 
fine  little  stream.  Has  two  saw  mills,  and  a  great  quantity  of 
square  timber  is  got  out  here.  There  is  6  feet  of  water  over 
the  bar.  Vessels  can  go  in  and  load  to  that  mark,  and  finish 
outside.    The  bar  is  composed  of  slabs,  sawdust  and  logs ;  and 


m" 


:i^.i 


-,-,.. 


58 


TnOMPSON  8   00A8T  PIl/IT. 


and  a  very  little  dredcfing  and  other  improvements  would  make 
it  a  good  place  to  load. 


FROM  DLXCAX   DOCK  TO 


DETOIR  i; 
AB    KOLbOWd: 


rHOl'SK,  THIUTYFOUU  MILES, 


From  the  dock  north  H  miles;  thcnco  NE2E  S2h  mile8,  to 
a  point  1  mile  east  of  Detour  Lighthouse. 

Carp  Kiver  Mills,  Carp  River,  10  miles  north  of  the  NW  end 
of  Mackinaw  Island.  Vessels  load  to  anchor  in  2  fathoms 
water.  A  harbor  can  be  made  in  the  neighborhood  of  this 
river  in  any  kind  of  weather ;  Grosse  Isle  St.  Martin,  Isle  St. 
Martin,  and  Point  St.  Martin,  forming  a  good  shelter  from 
southerly  and  easterly  winds.  To  make  a  harbor,  run  round 
Orosse  Isle  St.  Martin,  leaving  it  to  the  eastward,  and  come  tOf 
with  the  island  bearing  south,  in  from  4^  to  6  fathoms  water, 
mud  bottom.  To  run  up  to  Carp  River  Mills,  after  passing  the 
Graham  Shoals,  and  the  range  of  Rabbit's  Back  Point  with 
Point  St.  Ignace,  J  a  mile,  haul  up  due  north,  leaving  Grosse 
Point  to  port  i  of  a  mile,  and  Grosse  Isle  St.  Martin  li  miles 
to  starboard.  You  will  carry  5  fathoms  water  until  you  are  1 
mile  north  of  the  island ;  and  as  you  approach  the  river,  haul 
gradually  to  port' until  you  are  abreast  of  the  first  low  point 
south  of  the  river,  and  come  to  in  2  fathoms  water,  mud  bot- 
tom. 

East  Moran  Bay  has  good  holding  ground  in  3  fathoms  water, 
sandy  clay. 

West  Moran  Bay  has  good  holding  ground  in  2^  to  3  fathoms, 
water,  red  clay. 


SilLIKG  DIRECTIONS  FOR  LAKE  HURON,  ACCORDINfi  TO 
'  THE  LAST  SURVEYS. 

To  enter  Saginaw  Bay  from  the  southward,  run  out  of  St. 
Clair  River,  NXE  2^-  miles ;  thence  NbyW  60  miles,  to  abreast 
oi  Sandy  Beach ;  when  follow  the  coast  around  at  the  distance 
of  two  miles,  till  Point  auz  Barques  and  the  reef  projecting 
from  it  is  passed,  and  the  mill  at  Port  Austin  bears  due  south. 
From  thence  to  pass  to  the  northward  of  Charity  Islands,  steer 


■.l(>^-*^i"  ,,..■.  6,J*^i 


THOMrSONS  00A8T   PILOT. 


WJS  25  miles,  giving  the  island  a  good  berth  of  two  miles,  as 
there  are  rocicy  lumps  exteniling  that  distance  to  the  north- 
ward of  the  Lighthouse.  Having  passed  the  island,  steer  S\V 
byS  for  the  mouth  of  Saginaw  River,  ii'i  miles. 

FROM  POINT  AUX  DAIKjrES,  TO  I'ASS  TO  TnK  SOUTHWARD  OF  THE 

CHARITY  ISLANDS. 

Vt'^hen  abreast  of  Port  Austin  (as  above)  steer  WSW  2tJj 
miles,  till  Oak  Point  bears  east,  and  Sandy  Point  due  sonth ; 
then  haul  up  west  for  4|  miles,  till  the  Lighthouse  on  Charity 
Island  is  in  range  with  the  west  end  of  Little  Charity  Island  ; 
thence  SWiS  for  Saginaw  River,  27i  miles. 

TO  KNTKB  SAGINAW  BAY  FROM  THK  NORTH, 

Follow  down  the  coast  to  Sauble  Point,  and  note  that  there  is 
a  shoal  extending  f  of  a  mile  from  the  shore  above  Sauble  River. 
When  Sauble  Point  bears  NW,  distance  4  miles,  steer  SWbyS 
ior  the  mouth  of  Saginaw  River,  distance  52  miles. 

TO  MAKE  THK  DOCK  AT  F0RE8TV1LLK  AND  WHITE  ROCK. 

Bring  them  to  bear  due  west  at  a  distance  of  2  miles,  and  ran 
in  on  that  course. 

TO  MAKE  THE  DOCK  AT  WILLOW  RIVER, 

Bring  it  to  bear  due  south  at  a  distance  of  2  miles,  and  run  in 
on  that  course. 

TO  ENTER  PORT  AUSTIN, 

Run  the  coast  along  from  Point  aux  Barques  at  the  distance  of 
8  miles,  till  the  mill  chimney  bears  f'^e  south,  when  yon  can 
run  for  the  dock  on  this  course,  keeping  a  lookout  for  a  rocky 
spot  to  the  NW  off  the  end  of  the  dock. 

TO  ENTER  WILD  FOWL  BAT. 

After  crossing  the  Little  Charity  Flat  from  Pigeon  Bay,  as 
previously  directed,  steer  due  south  till  Sandy  Point  bears  east. 
Then  steer  ESE  into  the  Bay,  when  haul  up  for  the  land,  not 
apftroaching  nearer  than  a  mile  to  the  north  shore,  as  a  bank 
puts  off*  that  distance.  Excellent  holding  ground  and  protec- 
tion from  all  winds  is  found  La  this  secure  harbor,  in  12  to  14 
feet  water. 


^ 


1^ 


■  -i 


f . 


m 


THOMHSON  8   00A8T   PIT/)T. 


••'r-v 


TO  MAKK  THK  MOUTH  i>V  I'INK  RIVER. 

In  weatherinj?  Point  aux  Grps,  look  out  for  the  spit  project- 
ing from  Rifle  River,  which  extenrls  to  a  point  SW  from  Point 
aux  GreH,  and  diHtant  3  miles.  After  turning  this  spit,  run  west 
into  lU  leet  water,  which  will  be  found  within  a  mile  of  the 
shore. 

TO  ENTER  WILD  FOWL  BAY    FROM  SAGINAW  RIVER, 

Steer  NEJE  for  Sandy  Point,  and  when  midway  between 
Sandy  Point  and  North  Island,  steer  east  into  thti  bay. 

TO  MAKE  OTTER  BAT,  OR  TAWA8,  PROM  THE  SOUTfT. 

After  ])assing  Charity  Island  Lighthouse  and  getting  it  to 
bear  SE,  steer  up  north  for  Tawas  Bay.  Tl  3  anchorage  is  good 
in  all  parts  of  the  upper  bay,  and  generally  around  the  shores, 
except  about  Charity  Islands,  where  it  is  rocky.  Good  hold- 
ing ground  is  found  under  Sauble  Point,  and  protection  from 
all  winds  but  SW  and  SE ;  close  under  the  land  around  Grav- 
ely  Point  there  is  good  holding  ground ;  and  along  the  shores 
of  this  bay  the  water  is  deep  close  in  on  the  north  side. 

TO  ENTER  THUNDER  BAY  FROM  THE  SOUTH. 

When  abreast  of  Point  aux  Barques  Light,  bearing  due  west 
and  distant  5  miles,  steer  NNW  for  65  miles.  And  from  Sagi- 
naw Bay,  when  Point  Sauble  hilars  NW  distant  2  miles,  steer 
Nby£  for  40  miles ;  run  the  shore  along  at  a  distance  of  2 
miles,  till  the  south  point  of  Thunder  Bay  baars  due  west; 
thence  to  Thunder  Bay  River  NWJN  16^^  miles.  Anchorage 
outride  the  bar  i  a  mile  from  shore,  in  16  feet  water. 

TO  MAKE  DEVIL  RIVER, 

From  the  same  point,  bearing  west  5  mile^,  steer  WN  WiN  6t 
miles,  or  till  Scarecrow  Island  bears  due  south,  h  mile  distant; 
thence  WbyN  till  abreast  of  Devil  River  houses ;  when  run 
square  in  and  anchor  in  12  to  17  feet  water. 

TO  MAKE  A  HARBOR  BETWEEN  THUNDER  BAY  ISLAlfD  AND  SUGAR 

ISLAND. 

From  the  point  above  mentioned,  steer  north  11  miles;  ran 
in  on  this  course  midway  between  the  two  islands,  and  anchor 
in  14  feet  water,  abreast  the  houses  (Paxton's)  on  the  port  side. 


THOMPBOM  8  OOABT   PILOT. 


•1 


NoTi. — There  in  n  good  paswiipfe  of  9  f<»et  w«tcr,  nearly 
straight  out  from  tbo  middle  of  the  bay,  NWbyN.  (Soo  nota 
below.) 

TO  ENTER  THE   lIAUnoil  FROM  THE  EASTWARD. 

Keep  round  the  island,  giving  the  SE  point  a  berth  of  J  of  a 
mile,  till  you  get  the  opening  between  the  two  ifilands  about  N 
and  S;  when  run  in  as  above  directed,  keeping  a  lookout  for  the 
shoals  projecting  from  each  side,  which  shoals  irotect  the  har- 
bor from  sontherly  winds. 

NoTK, — This  Bay  was  called  McDonald's  Bay,  now  Paxton's. 

TO  MAKE  TUUNDER  BAY  RIVER  FROM  THE  N0RTUKA8T. 

When  off  the  SE  point  of  Thunder  Bay  Island,  as  above, 
steer  W8W  for  4  miles,  or  till  the  north  point  of  Thunder  Bay 
bears  due  north;  thence  WNW  9  miles,  for  the  River. 

A  Lighthouse  is  to  be  erected  at  Thunder  Bay  River. 

TO  MAKE  DEVIL  BIVER  FROM  THE  EASTWARD. 

From  the  SE  point  of  Thunder  Bay  Island,  steer  SWbyWiW 
18  miles,  till  the  houses  are  seen  distinctly,  when  run  in  and 
come  to,  as  above  directed. 


fiENERAL  REMARKS. 

The  shores  of  Thunder  Bay  are  generally  good  holding 
ground.  Excellent  holding  ground  under  the  north  point,  in 
8it  to  6  fathoms,  and  all  along  the  north  shore  of  the  Bay.  Qood 
protection  from  all  winds  except  SE.  Good  anchorage,  clay 
and  sand,  is  found  to  the  north  of  Gull  Island. 

NoTB. — McDonald's  Bay,  between  Thunder  Bay  and  Snsar 
Island,  can  be  entered  f^om  the  north  as  well  as  the  south;  but 
it  would  not  be  saf^  for  a  stranger  to  try  it  from  the  north,  as 
the  channel  is  not  quite  straight.  The  holding  ground  to  the 
SW  and  south  of  the  islands  is  not  good,  being  rooky,  bnt 
under  the  north  point  it  is  good. 

There  is  a  channel  of  14  feet  water  between  Sugar  Island  and 
the  main  shore.  To  pass  through  it  from  the  south,  bring 
north  point  to  bear  west;  distance  }  of  a  mile ;  and  run  due  north 
till  Gull  Island  is  passed ;  then  haul  up  NNW  for  Middle 
Island. 


1^ 


69 


TOOMPflON  8  OOABT  PILOT. 


NoTr. — During  the  prevalence  of  easterly  jfales  from  north  to 
■outh  the  water  in  the  Kay  is  raiHed,  and  io  like  manner 
deprensed  during  wcsturly  gules. 


fm 


D.I1I6ER8  ON  LAKE  BDBON. 

From  Fort  Gratiot  to  Point  aux  Barques  Lighthoase,  the 
coast  as  far  as  Blue  Ledge  can  be  approached  within  a  quarter 
ot  a  mile.  Off  Indian  Creek  and  White  Rock  Point  there  are 
rocks  and  rocky  spots  within  ^  a  mile  of  the  shore,  which  char- 
acter continues  to  Elm  Creek,  at  which  place  a  bad  spit  extends 
in  a  NE  direction  for  J  of  a  mile.  There  are  several  dangerous 
ledges  running  N  and  S  about  a  mile  from  the  shore,  off  Forest 
Bay ;  from  thence  to  Point  aux  Barques  Lighthouse.  Boulders 
and  rocky  spots  are  found  within  }  of  a  mile  of  the  shore,  from 
the  Light  to  Point  aux  Barques  (proper). 

There  are  ledges  and  detached  rocky  spots,  rendering  the 
coast  dangerous,  within  Ih  miles  from  the  shore.  There  is  a  4 
foot  spot  i  of  a  mile  east,  and  a  9  ioot  spot  li  miles  NNE  of 
the  Lighthouse.  Orion  Rock,  with  6  feet  water,  lies  li  miles 
NW  of  Willow  Greek  wharf.  Bad  Ledge  extends  |  of  a  mile 
from  NW  to  NE  from  Burnt  Cabin  Point.  Point  aux  Barques 
Reef  (proper)  extends  NW  If  miles. 

From  Point  aux  Barques  (proper)  to  Sauble  Point  Flat,  off 
Port  Austin  wharf,  i  a  mile  to  the  NW.  Shoal  ground  off  Flat 
Rook  Point,  extends  out  i  a  mile,  and  continues  out  this  dis* 
tance  along  the  coast  to  Partridge  River.  Two  shoals  2i  miles 
from  shore,  off  Partridge  River ;  good  water  inside  of  them. 
Spit  from  Hat  Point  extends  1  mile  to  the  northward.  There 
is  a  shoal  spot  Ih  miles  WNW  from  Little  Oak  Point  Foul 
ground  around  the  Charity  Islands,  extending  li  miles  to  the 
northward,  and  li  miles  to  the  eastward  of  the  Lighthouse.  A 
flat  extends  for  1  mile  to  the  westward  of  the  Big  Charity 
Island ;  and  there  is  a  rooky  spot  H  miles  SE  of  Little  Charity 
Island.  A  sand  bank  with  10  feet  water,  extends  from  Little 
Charity  to  the  main  land,  and  a  sand  spit  puts  oat  from  Sand 
Point  in  a  NW  direction,  for  H  miles,  with  1  foot  least  water 


THOMPSONS  COAST   PILOT.  W 

on  it.  A  flat  of  iaad  extends  4  miles  from  shore,  near  Qaan- 
nakiHde,  ami  continues  around  the  south  Hhore ;  b«iii^  at  Sagi- 
naw Kiver  and  Ogahkahning  liiver,  2  milen  from  shore.  Sani 
spit  2  miles  SE  from  Nayah(|uing  Point ;  also  one  extending  3 
miles  east  from  Potato  Uiver;  and  another  3^  miles  EbyS 
from  Saginaw  River.  There  is  a  flat  in  Pine  Kiver  Hay  extend- 
ing out  three  miles  from  shore ;  and  a  rocky  spit  2i  mileM  SE 
byS  from  the  mouth  of  Rifle  River ;  a  rocky  spit  1  mile  east 
of  Point  aux  Ores ;  and  a  two  fathom  spot  i(  of  a  mile  ESE  from 
Gravely  Point;  a  7  foot  shoal  1  mile  SE  of  White  Stone  Point; 
%  sand  spit  I  of  a  mile  in  a  SW  and  westerly  direction 
from  Ottawa  Point;  a  spit  extends  k  a  mile  to  southward  of 
Sauble  Point. 
Note. — These  remarks  take  you  clear  round  Saginaw  Bay. 

FROM  8ACBLK  POINT  TO  BLACK  RIVER  ISLAND. 

\\  A  IC  oot  spot  1  mile  from  shore,  seven  miles  north  of  Sauble 

River.  Spit  off  Sturgeon  Point  extending  i  a  mile  £NE. 
Rocky  spots  extending  out  H  miles  east,  off  Black  River. 
Foul  ground  around  Black  River  Island,  extending  £N£  for  i 
of  a  mile,  and  from  thence  to  main  shore. 

THUNDER  BAY. 

Foul  ground  around  South  Point  and  Islands.  Shores  shoal 
from  thence  to  Devil  River;  6  foot  spot  I  of  a  mile  to  north- 
ward of  Sulphur  Island ;  11  foot  shoal  H  miles  N£  of  Part* 
ridge  Point.  Flat  in  Bay  west  of  White  Fish  Point;  12  foot 
spot  1  mile  S£  of  North  Point.  Foul  ground  and  rocky  lumps 
between  Sugar  Island  and  main  land.  Spits  extending  S£  of 
Sugar  Island  and  i  of  a  mile  SE  of  Thunder  Bay  Island. 

FROM  THUNDER  BAY  TO  STRAITS  OF  MACKINAW. 

Shoal  i  of  a  mile  SE  of  Middle  Island.  Flats  i  a  mile 
from  SW  point,  and  i  of  a  mile  from  NW  point  of  Middle 
Island.  A  10  foot  spot  i  of  a  mile  NW  of  first  point  below 
Presqu'ile  Harbor ;  a  10  foot  spot  |  of  a  mile  SE  of  Presqn'ile 
Lighthouse;  and  a  5  foot  spot  1  mile  SE  from  Adam's  Point. 

NoTK. — In  running  along  shore  from  Presqu'ile,  up  or  down,- 
it  is  always  better  to  keep  the  west  shore  pretty  well  aboard, 
say  from  2  to  5  miles ;  and  should  a  ibg  close  in  en  yoa  in  the 


i-^- 


: 


M 


TfioMi>flf)N  8  «>0Airr  puxn. 


neighborhood  of  the  turning  point  towardH  Slicboy^nn,  you 
have  only  to  kuvp  th«  luad  going,  and  alter  running  uh  near  aa 
poHHihle  vour  diHtancu  ironi  l'rus<|ii'ilt',  wliiuh  in  f)')  mileH,  you 
may  Hafcly  haul  up  tu  tlio  weKtwnrd  fur  Shchovgan  LiglithoUHu ; 
aflor  which,  nhape  your  bourne  lor  Old  I'oiDt  MackinaWi 
NWbyWiW  l«mile». 

Hoe  (tntrance  to  Straits  of  Mackinaw. 


KKOM  OBTOUR  TO  FALBK  DKTOU'R. 

A  10  foot  Hpot  2k  miles  KbyS  from  Detoar  Lighthouse. 
Detached  shoal  1  mile  from  shore,  and  Vlh  miles  east  of  Detour 
Lighthouse.  Spit  extending  1^  milus  from  Hhore,  2^mileswcit 
of  Harbor  Island.  Shoal  spot  i  a  mile  SW  from  east  point 
of  entrance  to  False  Detour. 

CANADIAN  HIIORK  FROM   FALSE  DETOUR  TO  ST.  ULAIR. 

Magnetic  reefs  in  Mississauga  Passage.  Reefs  between  this 
passage  and  Green  Island,  and  those  around  the  Duck  Islands. 
Reef  between  Providence  and  Michael  Bay,  and  off  south  point 
of  Micha<>!  Bay.  11  foot  spot  in  Cove  Island  Passage  NW 
from  Lighthouse,  distance  2  miles.  Spit  extending  i  a  mile 
WMt  from  Gat  Point  on  Cove  Island.  Reefs  extending  out  3 
miles  between  Cove  Island  and  Cape  Hurd.  From  Cape  Hurd 
to  the  Chantry  Islands  the  coast  is  very  rocky,  and  dangerous 
for  strangers,  within  H  miles  from  the  shore.  The  same  char- 
acter is  given  to  the  coast  from  the  Chantry  Islands  to  Point 
Clark.  At  Point  Clark  a  reef  extends  from  the  shore,  which, 
together  wUh  a  detached  shoal,  requires  that  this  point  should 
have  a  berth  of  H  miles  given  it.  From  Point  Clark  to  Goder- 
ich  the  coast  is  less  dangerous,  and  may  be  approached  safely 
within  ^  a  mile.  The  same  is  said  of  the  coast  from  Goder- 
ich  to  Cape  Ipperwash.  At  Cape  Ipperwash  a  dangerous  ledge 
extends  to  the  northward  for  H  miles;  and  between  Cape 
Ipperwash  and  Point  Harris  there  are  boulders  and  rocky  spots 
within  1  mile  of  the  shore. 

From  Point  Harris  to  the  head  of  the  St.  Clair  River  the 
coast  is  bold  and  gradually  shelving,  and  can  be  approached 
with  i  of  a  mile  with  safety. 


Tiioui'soN  0  voATV  vtun. 


UIRB0R9  OF  REFr«E.  .' 

Thoro  is  an  excellent  tiarbor,  with  protuction  from  alt  wind*, 
on  Drummontl  lHian«1,  \l  railuMcaHt  of  Detour  LighthouHe.  The 
Detutir,  Fnlso  Detour  and  MiHRisnaugn  PaNsngoa  are  good  har- 
bora.  Kxcollcnt  anuhorage  will  be  found  in  10  fathoms,  SK  of 
Cove  Island  Lightbouae.  Protection  from  westerly  winds,  and 
fair  holding  ground,  are  found  midway  between  the  Chantry 
Islands  and  the  village  called  Southampton,  on  the  main  land. 
At  Inverhuron,  south  of  Point  Douglas,  is  good  holding  ground 
and  protection  from  all  winds,  as  fur  round  as  NNW.  Goder- 
ioh  Harbor  is  secure  from  all  winds  when  inside,  and  the  hold- 
ing ground  oif  Ooderich  in  3  and  4  fathoms  is  excellent.  The 
clay  banks  extending  from  Goderich  to  Sauble  River  makes 
good  holding  ground  on  this  part  of  the  coast. 

On  the  east  side  of  Capo  Ipperwash,  in  the  bight  of  the  hook, 
in  4  and  5  fathoms,  is  excellent  holding  ground,  and  protection 
from  all  winds  except  those  between  NW  and  NEbyN.  From 
Point  Harris  to  the  head  of  St.  Clair  lliver,  is  generally  good 
holding  ground. 

TO  BNTKR  OKORQIAN  BAT, 

From  Charity  Island  Light,  bearing  SE,  distant  8  miles,  8te«r 
NE  120  miles,  till  Cove  Island  Lighthouse  bears  east,  distant  8 
miles ;  when  enter  the  passage  on' the  bearing  EbyN. 

FROM  rURT  GRATIOT  LIOIITHOUSK  TO  QODERIUH,  AND  OTHER  POINTS 
ON  THE  CANADA  SHORE. 

Steer  NEbyN  62  miles,  till  Goderich  Lighthouse  and  piers 
are  made. 

From  Goderich  to  Inverhuron,  steer  NJW  23  miles,  till  Point 
Clark  Lighthouse  bears  east,  distance  2  miles ;  then  haul  up 
NNE  17  miles,  till  abreast  of  Inverhuron ;  thence  NEbyN  19 
miles,  till  Chantry  Island  Lighthouse  bears  SE,  distance  2  miles ; 
thence  to  the  entrance  of  Georgian  Bay  NbyWJW,  59  miles, 
till  Cove  Island  Lighthouse  bears  east,  giving  Gat  Point,  on  the 
east  side  of  Cove  Island,  a  berth  of  1^  miles,  and  look  oat  for 
the  reefs  extending  over  3  miles  from  the  Islands,  between  Cape 
Harrl  and  Cove  Island.    To  enter  Georgian  Bay,  ran  in  for 


i 


W  TBOHPSOM  8  OOAST   PILOT. 

Gove  Island  LighthouHe  on  the  bearing  EbyN,  and  give  the 
Lighthouse  point  a  berth  of  i  a  mile. 

From  Presqu'ile  to  Chantry  Island  Lighthouse  NWbyW  115 
miles.  From  Cove  Island  to  the  entrance  of  the  Straits  ot 
Michilimackinao  or  south  channel,  WbyN  120  miles. 

FROM  HAOINAW  TO  OOOEBICH. 

Run  out  from  Saginaw  River  and  round  the  Charity  Islands, 
on  opposite  courses  given,  from  Point  aax  Barques,  until  the 
light  at  Point  auz  Barques  bean  due  south;  thence  £SE  59 
miles,  to  Goderich. 

FROM  OODERICH  TO  THE   STRAITS   OP   MACKINAW   AND   BT.   MARY'S 

RIVER. 

Steer  NWJN  140  miles,  till  Presqu'ile  Lighthouse  bears  SW 
byW  5  miles  oflF;  from  thence  NWbyN  to  Detour,  and  NWby 
W^W  for  Bois  Blano  Lighthouse ;  thence  to  Mackinaw,  as 
directed  before. 

FROM  COVE  ISLAND  TO  STRAITS  OF  MICHILIMACKINAO  AND  ST.  MART'S 

RIVER. 

From  Cove  Island  Lighthouse,  bearing  EbyN  3  miles  off, 
steer  WbyN  122  miles,  or  till  the  east  end  of  Bois  Blano  Island 
bears  N WJN  and  Sheboygan  Light  WiS ;  thence  steer  west 
for  Sheboygan  Light  until  abreast  of  it,  and  run  up  the  Strait, 
as  before  directed. 

To  make  Detour  or  St.  Mary's  River,  steer  WbyN,  as  above, 
57  miles,  till  the  Great  Duck  Island  bears  due  north ;  then  haul 
tip  NWbyW  for  the  Detour  Lighthouse,  56  miles,  bclog  it  to 
bear  west  and  run  in. 

FROM  SOUTHAMPTON  TO  SAGINAW  BAT. 

Steer  WbyS^S  for  107  miles,  till  Charity  Island  Lighthouso 
bears  SE,  distant  8  miles;  thence  up  the  Bay  as  before  directed. 

FROM  SOLTHAMPTON  TO  STRAITS  OF  MIOHILIMAOKINAC. 

Steer  NWbyW  113  miles,  till  Presqu'ile  Lighthouse  bears 
SWbyW,  distant  5  miles;  thence  as  before  direote;^  to  the 
Straits. 

The  above  courses  and  bearings  a^'e  trao,  and  the  distances 
in  statnte  mile.".. 


4 


« 


,  w4aiM44C4!jaUf>).:. 


r 


THOMPSON'S  OOAST  PILOT. 


67 


# 


*,•  - 


SAW    mUJS   AT   THE   DIFFERENT   POUTH   ON    THB   SHORE   OF    LAKB 
HURON,  FROM  ST.  CLAIR  RIVER  TO  TUUNDER  BAY. 

Burchville— Mill,  Toledo  firm. 

Lexington — Dock  and  saw  mill,  5  miles  back  west. 

Port  Sanilac — Mill,  Thompson  &  Ofield. 

Forester— Mill,  Smith,  Kelley  &  Co. 

Richmondville — Mill,  Luce  <&  Mason. 

Forestville— Mill,  J.  BueK 

White  Rock— Mill,  Thompson  <fc  Ofield. 

Sand  Beach  Bay — Jenks,  Wood  «fe  Co.,  Stafford  <fc  Howard. 

Sand  Beach  Bay — Mills,  Woods,  Carrington  A  Co. 

Port  Hope— Mill,  Stafford  &  Hey  wood.  '       \^ 

Huron  City— Mill,  Hubbard  «fc  Co.  ' 

New  River — Mill,  J.  S.  Donehue. 

Port  Austin — Mill,  Ayres,  Leonard  &  Weswell. 

Pinepog — Mill,  Ayres  A  Leonard. 

Pigeon  River — Mill,  F.  Crawford. 

Saginaw  River  has  a  number  of  saw  mills  at  the  different 
towns  up  river ;  also,  salt  works. 

Pine  River  has  a  raw  mill. 

Tawas  Bay  has  two  saw  mills  and  a  good  dock. 

Sauble  River,  Fishermen's  headquarters.  Piers  are  being 
built  out,  which  will  make  a  good  harbor. 

Harrisville — Mill  and  dock,  Harris  &  Bros. 

Devil  River — Mill  and  dock. 

Thunder  Bay  River — Mills,  L.  M.  Mason  ic  Co. 

Thunder  Bay  River — Lester  &  Co.,  Ofield,  Campbell  ie  Co. 

DISTANCES  FROM  FORT  ORATIOT  TO  POINT  AUX  BARQUES  ALONO 

SHORE. 

Prom  Gratiot  to  Burchville 12  miles. 

Burchville  to  Lexington 6  " 

LexiDgtonto  Bark  Shanty 12  " 

Bark  Shanty  to  Cherry  Creek 5  « 

Cherry  Creek  to  PorestvUle 12  " 

Forestville  to  Sand  Beach  Bay 16  " 

Sand  Beach  Bay  to  Point  aux  Barques 15  " 

Point  aux  Barques  to  Huron 8  " 

Huron  to  New  River 8  " 

NewRiverto  Port  Austin 7  " 

Port  Austin  to  Pinepog 8  " 


•] 


68  *    tiiomi>som's  coast  rujyr. 

Prom  Pinepog  to  Pigeon  Uiver 11  miles. 

"      Pigeon  Uiver  to  Sagiruivv  River 38    " 

"     Saginaw  Uivcr  to  Pine  Uiver 23    " 

"     Pine  Uiver  to  Tawas  Mills 30    " 


LI6HTH0USES  ANU  HARBORS  ON  LAKE  HURON. 

Fort  Gratiot  light,  fixed,  varied  by  flashes,  visible  14  miles,  at 
the  mouth  of  St.  Clair  River. 

Point  aux  Barques  light,  fixed,  white  light,  visible  16  miles, 
on  the  eastern  side  of  the  entrance  to  Saginaw  Bay,  and  71 
miles  from  St.  Clair  River. 

Ottawa  Point  or  Tawas  Bay  light,  fixed,  white,  varied  by  red 
flashes  once  in  three  minutes,  visible  12  miles.  To  enter  Tawas 
Bay  for  a  harbor,  bring  the  mill  at  Tawas  City  to  bear  WNWiN, 
and  run  on  this  course  until  the  Lighthouse  on  Tawas  Point 
bears  EbyNiN,  then  haul  up  NEi^E,  and  run  in  on  this  bear- 
ing, and  come  to  in  3^  fathoms  water,  with  the  Lighthouse 
bearing  due  east.  In  beating  in,  the  only  precaution  necessary 
is  to  look  out  for  the  spit  off  Tawas  Point.  This  can  generally 
be  plainly  discerned  by  the  color  of  the  water.  The  anchorage 
is  good  all  over  the  bay,  being  clay  and  sand,  and  is  well  shel- 
tered from  all  winds  excepting  south.  These  bearings  are 
magnetic,  and  the  variation  of  compass  is  2°05'  E. 

From  Point  aux  Barques,  with  the  Lighthouse  bearing  SW 
5J  miles,  the  course  to  Tawas  Harbor  is  WbyNJN.  The  docks 
at  Tawas  City  have  8  and  10  feet  water  alongside  at  the  outer 
end. 

In  leaving  Tawas  Bay,  bound  to  the  northward,  run  out  from 
the  anchorage  until  the  dock  or  mills  bear  WSW,  and  ran  out 
£SE,  until  the  coast  to  the  northward  is  well  open,  or  at  the 
distance  of  1^  miles  from  it ;  thence  NE^E  18  miles,  to  Point 
Sauble ;  thence  N^E  50  miles,  to  Thunder  Bay  Island  Light- 
house. In  foggy  or  dark  weather,  coming  from  the  northward, 
run  the  coast  along  in  3}  to  4  fathoms  water,  which  will  lead 
you  into  the  bay.  The  spit  and  point  sets  off  from  the  Light- 
house If  miles,  and  at  the  extreme  end  drops  off  suddenly, 
from  4  to  9  and  23  feet  water.  From  the  Lighthouse  to  dock, 
8|  miles. 


THOMPSON'S   COAST   KLOT. 


69 


Charity  Island  lij»ht.  fixed,  visible  12  miles— well  kept — on 
Chaiity  Island,  at  the  mouth  of  Saginaw  Bay. 

Saginaw  Bay  light,  fixed,  visible  10  miles,  at  the  moath  of 
Saginaw  River,  Michigan. 

Port  Austin,  14  miles  from  Point  aux  Barques,  has  two  piers, 
with  11  oct  water'  along^  'o  the  north  one,  and  9  feet  on  tlie 
south  pier.  To  run  in,  bring  the  chimney  of  the  saw  mill  to 
bear  S^E,  and  run  for  the  end  of  the  north  pier.  In  running 
for  Port  Austin  from  Point  aux  Barques,  keep  Point  aux 
Barques  light  open  till  the  chimney  bears  SJE.  These  piers  are 
protected  by  a  reef  which  makes  off  from  the  land  in  a  north- 
westerly direction  from  the  first  point  east  of  them.  Vessels 
load  alongside  the  north  pier. 

Thunder  Bay  Island  light,  revolving,  visible  14  miles. 
This  is  one  of  the  best  kept  lights  on  the  lakes,  with  Fog 
Bell,  struck  by  machinery. 

A  Lighthouse  is  to  be  erected  at  Sturgeon  Point,  Lake 
Huron,  Alpena. 

Detour  light,  fixed,  visible  14  piles,  at  the  entrance  of  Ste. 
Marie  River. 

A  new  Lighthouse  is  to  be  erected  on  the  extreme  north 
point  of  Presqu'ile  Peninsula,  the  old  Lighthouse  to  be  taken 
down,  and  range  light  fixed  for  entering  Presqu'ile  Harbor. 

Bois  Blanc  light,  fixed,  visible  14  miles,  on  the  north  side  of 
Bois  Blanc  Island,  £}S  9^  miles  from  Mackinaw.  From  the 
SE  end  of  the  Island  to  the  Lighthouse,  the  shore  is  very  bold. 
A  good  harbor  can  be  made  from  NE  to  SE  and  south  winds, 
by  hauling  round  the  Lighthouse  point  and  into  the  bay,  with 
the  point  bearing  NiE,  in  6^  to  7  fathoms  water,  oiay  bottom. 
There  is  a  patch  of  rock  NE  from  the  Lighthouse,  with  17  feet 
water  on  it,  }  of  a  mile  off.  The  point  is  bold,  with  14  feet  on 
the  extreme  end  ot  it. 

A  Lighthouse  is  to  be  erected  at  Mackinaw  Island. 

Sheboygan  light,  fixed,  varied  by  flashes,  visible  11  miles,  on 
the  main  land,  opposite  Bois  Blanc  Island,  entrance  to  the  Straits 
of  Michilimaokiuac. 

A  Lighthouse  has  been  built  on  McGulpin's  Point,  and  will 
be  lighted  early  in  spring. 
10 


TO. 


THOMPSONS  COAST   PILOT. 


The  middle  ground  bears  from  Sheboygan  Lighthouse  NEbyE 
8i  miles,  with  15  feet  water  on  it. 

Zolla  Shoal,  6  miles  from  the  head  of  Round  Island,  sets  off 
from  Bois  Blanc  Island  N\VI»yWiW,  and  has  10  ieet  on  the 
evtreme  end,  18  in  the  centre,  and  5  and  6  on  the  inner  part, 
and  is  H  miles  long.     The  water  through  this  strait  is  deep. 

Good  holding  ground  between  Point  Sauble  and  Old  Fort 
Mackinaw,  pretty  close  in,  from  7  to  8  fathoms,  clay ;  also  on 
the  island  side,  north  of  Duncan  City. 

Wendel's  dock,  between  Old  Fort  Mackinaw  and  McGulpin's 
Point,  was  washed  away  last  fall. 

MACKIKAW  HARBOR. 

To  come  to  the  docks,  run  until  they  bear  nearly  east  and 
west,  or  are  ranged,  and  haul  alongside.  To  come  to  an  anchor, 
ran  in  for  the  docks  toward  the  centre  one,  until  you  drop  into 
6  faihoms,  and  let  go.  The  anchoring  ground  drops  off  quickly 
from  10  to  6  fathoms.  The  reef  off  the  west  point  can  be 
plainly  seen  in  daylight,  and  does  not  extend  over  i  of  a  mile. 

A  Lighthouse  is  to  be  erected  on  St.  Helena  Island. 


LICHTHOVSES  AND  HARBORS  ON  THE  CANADA  SIDE  OF 
LAKE  HrRON  AND  GEORGIAN  BAY. 

Goderioh  (Ontario)  light,  fixed,  visible  12  miles.  This  har- 
bor has  two  piers,  with  10  to  12  feet  water  over  the  bar.  The 
Lighthouse  stands  on  the  cliff  or  hill,  and  the  two  range  lights 
on  the  north  pier. 

To  ran  in,  range  the  lights  and  run  up  along  the  pier,  and 
into  the  harbor. 

Point  Clark  light,  revolving,  visible  12  miles,  stands  on  Point 
Clark  or  Pinebrook,  about  22  miles  north  of  Goderioh. 

The  reef  off  this  point  sets  out  about  3  miles,  with  12  feet  of 
water  on  the  middle  of  it. 

Chantry  Island  light,  fixed,  visible  10  miles,  stands  on  tb»- 
KW  end  of  the  island,  near  the  ertrance  to  Saugeen  River, 
which  has  6  to  7  Ieet  water  over  the  bar,  and  is  about  34  miles 
north  of  Point  Clark. 


THOMPSON'S  COAST   PILOT. 


fl 


Cove  Island  lii^ht,  fixed,  visible  11  miles,  on  the  north  point 
of  Covi'  Inlaiul,  middle  entrance  to  Georgian  Bay. 

Griffith  Is'and  light,  on  Griffith  Island,  15  miles  from  Cape 
Rich,  and  7  miles  from  Cape  Croaker. 

Christian  Island  light,  on  Christian  Island,  south  end,  and  a 
leading  mark  for  Penetangiiishene  from  Collingwood. 

Noltawasaga  Island  light,  fixed,  visible  10  miles,  on  Nottawa- 
saga  Island,  3  miles  from  the  elevator  at  Cjllingwood,  and  is  the 
leading  mark  for  this  harbor. 

TO  KNTKR  COLLINGWOOD  HARCOR-DAY  OR  NIGHT. 

Run  within  1,000  feet  of  the  Lighthouse  on  Nottawasaga 
Island,  to  the  northward  and  eastward  of  it,  in  3i  fathoms 
water ;  thence  for  the  red  light  on  the  east  end  of  the  break- 
water 2 J.  miles.  Run  within  50  or  100  feet  of  the  east  end  of 
the  breakwater;  thence  due  south,  until  the  red  light  on  the 
elevator  opens  up ;  thence  for  the  dock  in  range  Vessels 
drawing  over  10  tieet  should  not  go  south  of  this  range.  In 
going  in,  leave  the  red  buoys  to  :..arboard  and  black  to  port. 

Fisherman's  shoal  bears  from  the  east  end  of  the  breakwater 
NNE,  d:  tant  120  chains,  with  14  to  17  feet  water  on  it. 

Nottawasaga  Island  Lighthouse  bears  from  the  east  end  of 
the  breakwater  NWJN  2i  miles. 


SAVLT  SIINTE  MARIE  RITER. 

FROM  THE  ENTRANCE    OP  8TE.  MARIE  UIVER  TO  BAILORS'  ENCAMP- 
MENT. 

From  a  point  1  mile  east  of  Detour  Lighthouse  run  N^E  2 
miles,  to  a  point  i  of  a  mile  east  of  Frying  Pan  Ishind;  thence  Nby 
WiW,  toward  thewcstsideof  Pipe  Inland,  until  within  i  of  a  mile 
of  it  (and  observe  there  is  a  rocky  reef  li  miles  above  Frying 
Pan  Island,  ^  ot  a  mile  below  Pipe  Island,  and  i  of  a  mile  from  the 
mainland  on  the  west,  and  lying  to  the  west  of,  and  very  near 
to  the  range  line  from  west  side  of  Frying  Pan  to  west  side  of 
Pipe  Island ;  a  black  spar  buoy  is  kept  on  this  reef  of  rock) ; 
thence  NVViN,  toward  the  opening  between  Lime  Island  and 
St.  Joseph  Island,  lor  2^  miles,  to  abreast  of  a  spit  pui^lng  oat 


«    J- 


: 


72 


THUMPtiUN  8   COAST   I'lU/T. 


I' 


from  some  umall  islandn  near  the  mfiinlatul  to  tlie  SW  ;  thence 
NWbyWiW  3  miles  to  abnaHt  of  ami  to  the  wtst  of  the  Hmall 
island  near  tlie  foot  ot  Lime  Inland  ;  and  note  that  wliilHt  this 
Hmall  island  is  kept  open  from  Lime  Island,  it  is  not  safe  to 
approneh  these  islands  nearer  than  from  i  to  i  a  mile,  on  account 
of  a  sandy  shoal  of  6  feet  water  at  about  700  yards  west  of  the 
small  island,  and  ^  of  a  mile  SW  of  the  lower  end  of  Lime  Island. 
Above  this  the  shore  of  Lime  Island  is  bold,  and  may  be 
approached  within  less  than  i  of  a  mile  in  safety.  Having  passed 
Lime  Island,  get  upon  the  north  and  south  line,  which  will  jnst 
clear  the  west  side  of  it,  and  run  noi  ih,  leaving  Round  Island 
to  port,  and  pass  ab  jut  2  miles  beyond  it  and  abreast  of  Grosse 
Point;  then  change  your  course  NWJW  for  about  6J  miles, 
through  Mud  Lake,  to  the  mouth  of  the  channel  between 
Saiiors'  Encampment  Island  and  St.  Joseph's  Island^  These 
courses  are  true ;  distances  statute  miles. 

TO  RUN  TO  CARTKRS  MILLS. 

From  Pipe  Island  NWiN  2J  miles;  thence  WbyN^N  4* 
miles.  Depth  oi  water  alongside  of  dock,  10  feet.  You  will 
have  nothing  less  than  25  feet  water  until  well  up  to  the  dock. 

Just  north  of  Frying  Pan  Island  there  is  a  good  dock,  with 
wood  and  coal,  and  plenty  of  water  alongside. 

When  up  to  the  turning  point,  to  enter  the  channel  to  the 
Sailors'  Encampment,  observe  that  the  dock  at  St.  Joseph's 
Island  should  be  just  open  with  the  bluff  below  it  on  the  star- 
board side;  then  steer  over  NbyE,  keeping  on  the  range  until 
up  to  the  dock.  There  is  a  middle  ground  opposite  this  dock 
with  10  feet  water  on  it.     You  can  pass  it  on  either  side. 

Richardson's  Wood  Dock  is  about  3  or  4  miles  froni  Lime 
Island  to.  the  southward  of  St.  Joseph's  Island. 

Aft^r  passing  the  Sailors'  Encampment,  keep  the  port  side  of 
the  river  well  aboard  until  you  enter  Little  Mud  Lake;  run 
across  it  N  JW.  The  soundings  over  this  lake  are  very  regular, 
from  2i  to  8^  fathoms;  and  when  up  to  the  head,  rnn  out 
NE:^E,  or  midway  between  Sugar  Island  and  St.  Joseph's 
Island,  until  you  open  a  out  across  Indian  Point,  on  the  west 
lide,  and  just  above  the  Rapids  of  East  Neebisb ;  keef/  it  ojpea 


«, 


4., 


TH0BU>80N  8   COAST   PILOT. 


73 


until  tbo  stations  A  anrl  B,  in  llu'  cut  midway  of  thi  Rapids, 
and  on  \he  western  »liorc,  conio  innuijic;  then  stt-'T  lor  the 
station  C,  on  the  e.ist  or  Cunnda  Hide,  niilil  lh«  NK  |>oint  of 
Duck  Island  is  fairly  opened ;  then  keep  the  mid-channel 
through  to  Lake  Geoiije.  Vessels  bound  down  should  keep  in 
the  middle  of  the  channel  until  they  come  in  range  wiih  the 
two  stations  D  and  K,  in  a  cut  on  the  west  shore,  and  at  the 
lower  end  of  the  Ilapids.  Keep  them  in  range  until  you  come 
opposite  stations  A  and  B,  and  then  keep  in  mid-channel  as 
directed  for  vessels  bound  up.  This  channel  (the  west)  has 
been  dredged  to  10  feet,  and  is  now  safe  for  any  vessel. 

RANGE  LINE   FOH    RUNNING    THE    EAST  CHANNEL  OF  THE   NEEBI8H. 

From  the  point  opposite  the  Upper  Granite  Island  to  two 
high  trees  close  together,  and  not  far  irom  a  lone  pine  to  the 
westward  of  th''  .i,  and  a  little  above  the  tripod  of  the  range 
for  the  west  channel  on  the  Canaila  side ;  the  starboard  side  of 
this  channel  is  close  along  the  island,  opfiosite  the  rapiils,  Nby 
W4W.  The  rocks  can  be  seen  quite  plainly  in  clear  weather. 
It  requires  a  strong  breeze  to  carry  a  vessel  through  with 
safety.  Should  the  wind  leave  you  just  above  the  rapids,  you 
are  in  a  tight  place,  as  the  bottom  is  all  rock.  Red  and  black 
buoys  are  placed  in  this  channel. 

These  directions  will  be  of  great  service  to  any  one  unac- 
quainted with  the  river ;  but  it  is  necessary  to  take  a  pilot  for 
a  lew  times  until  you  are  accustomed  with  the  localities. 

FROM  THE  HEAD  OF  THE  RAPIDS  TO  8AULT  8TE.  MARIK.  ^ 

From  the  head  of  the  Rapids  steer  NNW,  keeping  the  mid- 
dle of  the  river  until  up  to  North  Rock  Island;  thence  NbyW 
for  the  entrance  of  the  middle  channel,  which  is  staked  out  on 
both  sides,  red  to  starboard  and  black  to  port,  with  interme- 
diate stakes  of,  triangles  and  bushes.  This  channel  can  be 
plainly  seen  in  oTear  weather ;  and  as  you  approach  the  pew 
cut,  which  is  also  staked  out,  you  bring  the  range  stations  on 
Sugar  Island  in  line ;  run  on  the  range  till  up  to  the  last  stake 
to  starboard ;  haul  gradually  round  to  the  northward  until 
Green  Island  bears  VVbyS,  thence  NNE  lor  the  mouth  of  the 
river;  and  observe,  aa  you  approach  the  mouth  of  the  riv«r» 


-n 


T 


74 


THomWIN  8  WAST  PILOT. 


that  there  is  fi  shoal  which  Bctn  off  from  Church's  Poifit,  SbyE 
i  of  a  mile,  and  generally  has  a  stake  on  its  extreme  end  ;  when 
past  the  stake  haul  up  for  the  month  of  the  river,  which  at  this 
point  ii  very  narrow,  bKing  only  i  of  a  mile  wide  ;  leaving  Sqnir- 
rel  Inland  to  starboard,  keep  the  port  side  of  the  river  close 
aboard,  nntil  up  to  Church's  Mill ;  then  haul  over  to  the  Can- 
ada side,  steering  about  north,  leaving  the  sunken  rock,  which  is 
near  the  middle  of  the  river,  to  starboard,  and  the  flat  point 
above  the  mill  to  port ;  and  to  leave  the  sunken  rock  to  port, 
follow  the  buoys,  red  to  starboard,  and  black  to  port,  keeping 
Squirrel  Island  pretty  close  aboard ;  when  well  over  on  the 
Canada  side,  run  that  shore  along  pretty  close  to,  until  the 
church  at  Oarden  River  bears  north,  and  about  the  middle  ot 
the  river  ;  thence  WJS,  till  the  marshy  point  beyond  the  Indian 
village  bears  north;  thence  NVVJW,  to  a  point  due^ast  from 
the  most  northern  point  of  Sugar  Island.  This  route  runs  you 
to  the  southward  of  the  middle  ground,  off  Little  Lake  George  ; 
stakes  are  placed  on  the  middle  ground,  red  and  black,  as  above  ; 
the  north  channel  is  generally  used,  as  it  is  the  shortest  and 
straightest  channel.  When  the  marshy  point  bears  north,  and 
pretty  close  to,  steer  WNW  for  the  stake,  and  leave  it  close  too 
to  port ;  after  which,  keep  the  middle  of  the  river  for  about  3 
miles,  or  until  the  high  lands  on  Sugar  Island  terminate,  and  the 
low  marshy  ground  begins ;  then  keep  the  Canada  shore  aboard 
(about  500  feet  off),  until  the  course  is  getting  almost  west; 
then  steer  W^S,  leaving  a  number  of  sunken  rucks  to  port,  until 
up  to  Topsail  Ii>land,  which  generally  has  a  red  buoy  oa  the 
shoal,  setting  off  from  it;  buoys  are  placed  off  Topsail  Island 
red,  and  a  black  buoy  on  the  shoal  opposite  it.  Should  the 
buoy  be  gone,  run  up  until  the  two  small  islands  are  in  line,  at 
yihe  distance  of  500  feet  from  it;  then  haul  up  WNW,  to  the 
:  canal  at  the  Sault  Ste.  Marie  Rapids.  The  current  is  strong  from 
Little  Lake  George  to  the  Sault  Ste.  Marie  Rapids. 


STB.  MARIE  RIVKR,  ABOVE  THE  RAPIDa 

After  leaving  (tie  canal,  at  the  distance  of  800  yards,  haal^np 
tbe  river,  steering  WbyS  2^  miles,  or  until  the  first  prominent 
point)  oalled  Big  Poiat,  bears  south ;  thenoe  SWby  W,  till  Point 


1 


THOMPSON  8  COAST   VllJCTT, 


75 


auParl)cf:r8  !;W;  then  SWJS,  to  a  point  nboiit  500  feet  off 
shore,  niul  due  ttoiith  from  tlie  hoiiHCs  aWovo  Point  au  ]*ar,  and 
in  the  little  bay,  called  Clark's  H.iy;  then  haul  up  tor  the  woody 
point  below  the  MiHRion,  at  Waiska  Hay,  leaving  Round  iHland 
and  light  to  port,  i  a  mile  distant,  until  Point  Iro(|uois  Light* 
house  bears  NVVbyWiW  ;  haul  up  on  this  eourne  till  the  Mis- . 
sion  House  bears  S\V  (the  dock  being  gone);  thence  NWJN  25 
miles,  to  White  Fish  Point. 

NoTK. — After  leaving  the  canal  and  nearly  up  to  the  first  low 

toint  on  tlie  Canada  side,  and  nearly  opposite  Oaks'  Harn, 
r.  S.,  you  will  run  over  a  bar  of  rock  with  1^  to  14  feet  water  on 
it;  after  which  the  channel  is  cl*^ar  until  nearly  up  to  liound 
Island  Point,  when  you  run  over  another  bar,  with  13  to  14  and 
18  feet  water  on  it.  The  course  Irom  the  low  sandy  point 
beyond  Clark's  Bay  to  the  woody  point  below  the  Mit^sion,  is 
WSW.  Opposite  Point  au  Par  a  shoal  makes  off"  from  the 
U.  S.  side,  about  two-thirds  across  the  river,  under  which  will  be 
found  good  anchorage  in  5^  taihoms,  soil  bottom. 

From  Round  Island  to  Waiska  Bay  WSW  4^  miles.  This  is 
a  good  harbor;  has  a  wood  dock  and  good  holding  ground  in 
5^  fathoms.  To  go  in,  haul  close  round  the  point  and  into  the 
bay,  and  come  to  in  5  fathoms  water,  soft  bottom.  The  little 
island  going  into  Waiska  Bay,  on  the  port  side,  is  gone,  and  is 
just  under  water. 

FUOM  HOUND  ISLAND  TO  POINT  IROQUOIS. 

Haul  off  from  Round  Island  to  the  northward  and  westward, 
so  as  to  bring  the  Lighthouse  on  Round  Island  in  a  line  with 
Point  Iroquois ;  then  steer  for  the  point  or  Lighthouse,  keeping 
on  this  range  to  clear  the  middle  ground,  which  yon  leave  to 
port.  The  middle  ground  is  in  a  direct  line  from  Round  Island 
Lighthouse  to  the  Mission  Dock.  To  leave  the  middle  ground 
on  your  starboard  hand,  steer  from  Round  Island  WSW  2^ 
miles ;  thence  run  the  shore  along  in  3  fathoms  water,  passing 
the  dock  at  the  Mission  to  port ;  and  when  abreast  of  Point 
Iroquois  Lighthouse,  haul  up  NW^N  25  miles,  for  White  Fish 
Point,  leaving  Parrisien  Island  to  starboard,    ^k 

Pendle's  Mills  is  in  the  bight  of  the  bay,  to  tn0  westward  8 
or  10  miles ;  and  to  ran  to  the  same,  haul  round  Poiat  IroqwdK 


..J  1 


W  Thompson's  coast  ntjar. 

at  tlie  (Imt 81)00  of  IJ  milfH,  Kivinir  the  inland  a  berth  nf  th« 
•iim»i  diKtanc«;  thence  WSW  10  niilen  for  the  mill*.  Good 
waier  uIoM^^Hido,  with  wood  and  lumber. 

There  ia  good  holding  ground  under  White  Finh  Point,  in 
from  5  to  7  and  10  falhoniB  water. 

TO  LEAVE  WIllTE  FI8II  BAY-BOUND  UP. 

Oive  the  point  a  berth  ot  H  milcR,  and  when  round  it,  steer 
west  20  miles;  thence  WbyS  95  miles  for  Marquette. 

The  coast  from  White  Fish  Point  to  Grand  Island  is  bold, 
and  can  be  run  with  safety  at  a  distance  of  2  miles. 

Grand  Morals  is  about  45  to  50  miles  from  White  Fish  Point; 
has  5  to  6  feet  water  over  the  bar.  The  channel  is  15  iathoms 
wide  at  the  entrance,  and  in  a  good  harbor  inside. 

Grand  Sauble  Point,  8  miles  above  it,  is  very  remarkable, 
being  800  feet  high,  composed  of  sand,  and  looks  level  on  the 
top. 

A  Lighthouse  has  been  erected  on  this  point. 

There  is  a  reef  sets  off  this  point  about  li  miles. 

The  Pictured  Rocks,  15  miles  we^t,  are  also  remarkable, 
being  200  feet  high,  and  ot  different  shapes.  From  the  Cave  to 
Grand  Island  Channel,  10^  miles. 


^ 


SAILING   DIRECTIONS  FOR  CRAND  ISLAND,  ACCORDING 
TO  THE  LAST  SlIRVEr. 

TO  ENTER  SOUTH  BAT  AVD  WILLI AMH'  HARROR  FROM  THB  SA8T. 

To  enter  South  Bay  when  abreast  of  Chapel  Rock,  and  1 
mile  north  of  it,  steer  SW  about  6  miles,  to  a  point  i  of  a  mile 
west  of  Castle  Point ;  thenoe  same  course  4  miles  to  the  Nar- 
rows,  at  Sand  Point;  and  thence  SWbyS^S  81  miles  to  the 
head  of  South  Bay,  and  come  to  in  6  fathoms  water. 

TO  MAKE   WILLIAMS'  LANDING. 

Steer  SW  as  above,  from  the  point  i  of  a  mile  west  of  Castle 
Point,  4i  miles;  thenoe  WiN  2  miles,  and  anchor  in  7  to  10 
fathoms  wateiMOO  feet  from  the  shore.  The  bank  is  very 
bold  on  the  east  of  the  Point  at  Williams'  Landing,  and  ves- 
lels  drawing  12  feet  can  approach  within  100  feet  of  the  there. 


THOMPtOli'l  OOAVr  PILOT.  if 

TO  KNTKIl  TIIK  BAY   FKOM  TUB  WKUT. 

To  enter  South  Bay,  pattsiii^  to  th«  north  ot  Wootl  Island, 
from  Miirqiiettv,  ntver  KiS  almut  32  miles  to  a  point  1  mile 
north  of  Wood  Inland,  leaving  Point  au  Saiiblo  I  mile  to  the 
south;  thence  SSE^K,  heading  ulear  of  the  SVV  point  of  Grand 
Island,  to  a  point  i  a  mile  NE  of  the  north  point  of  Williams' 
Island,  31  miles,  or  until  the  north  point  of  Williams'  Island 
ranges  with  the  point  ot  the  main  land  to  the  SW;  thenue  b'by 
K^E  3  miles,  or  until  the  two  lower  points  of  Grand  Island  are 
in  range ;  thence  EbyS  heading  for  Powell's  Point,  1  mile,  or 
until  SW  point  of  Grand  Island  and  South  Point  of  Williains' 
Island  are  in  range,  and  thence  NEiN  f  of  a  mile  to  Williams' 
Landing. 

A  new  town  plat  has  been  laid  out  on  the  opposite  side  of 
Willinms'  Bay,  on  the  mainland,  called  Grand  Island  City  and 
Powell's  Point. 


• 


TO  KNTKR   SOUTH  BAY,  PASSING   SOUTH  OP   WOOD  ISLAND  AND  Wllr 

LlAMH'  ISLAND. 

When  abreast  of  Sauble  Point,  as  above,  steer  EbySJS  HI' 
miles,  passing  midway  between  Wood  Island  and  Williams' 
Island,  to  the  point  designated  above,  |  a  mile  NE  of  Wiliiami' 
Island,  and  thence  as  above  directed  to  Williams'  Landing. 

TO  LEAVE  SOUTH  BAT   OR  WILUAM8'  LANDING. 

Vessels  going  eastward  will  reverse  the  bourse  given  for 
vessels  coming  from  the  east,  and  those  going  west  will 
reverse  the  courses  given  for  vessels  coming  from  the  west. 
In  South  Bay  the  anchorage  is  good,  and  vessels  can  lie  in  8 
fathoms  water  at  any  point  i  of  a  mile  irom  the  shore. 

TO  ENTSR  ORAND  ISLAND   HARBOR  BY  THE   LiaHTHOUSB  AND 

RANGES. 

A  Lighthouse  has  been  erected  upon  the  low  sand  point  pro* 
jeoting  from  Grand  Island  into  the  east  entrance  to  Grand 
Island  Harbor. 

Vessels  entering  the  harbor  from  the  eaMMi  steer  straight 
for  the  Lighthouse,  leaving  it  on  the  starbbird  band,  and  pass 
within  200  yards  of  it 
11 


ft 


TII(>1II'W)N'B  CX)A«'r  prujT. 


The  LiglithoiiHc  \»  huilt  of  wood,  and  pnintvd  white,  and 
from  its  tower  a  fourth  order  fixed  white  light  will  ho  exhib- 
ited  at  an  elevation  of  34  feet  above  the  lev«l  of  the  lake. 

WEHTKRN  ENTRANCE. 

Range  lights  have  also  been  erected  on  the  mainland,  to 
guide  veHselH  into  this  harbor  through  the  west  channel.  The 
rear  light  is  white — exhibited  from  the  keeper's  dwelling — the 
front  light  is  red,  and  is  exhibited  from  a  small  wooden  tower. 
Both  structures  are  painted  white,  the  distance  between  them 
being  500  feet;  steer  on  the  range  until  the  harbor  is  well  open, 
then  haul  up  for  it. 

DANQKRS  TO  BE  AVOIDED. 

In  passing  through  the  Narrows  at  Sand  Point,  give  the 
point  a  wide  berth,  and  avoid  the  sand  spit,  which  lies  to  the 
north  and  NW  of  it  i  of  a  mile,  on  which  there  is  but  5  feet 
water,  and  iu  passing  round  the  SW  point  of  Orand  Island, 
beware  of  sand  spits  which  extend  nearly  ^  a  mile  from  shore, 
and  on  which  there  are  but  5  feet  water  also. 

There  are  numerous  rocks  and  sand  spits  between  the  soutL 
point  of  Williams'  Island  and  the  main  shore  to  the  south  of  it, 
on  which  there  are  but  8  and  10  feet  water,  making  it  danger- 
ous for  vessels  drawing  over  8  feet  water,  to  attempt  to  pass 
between  Williams'  Island  and  the  main  shore. 

NoTB. — Ranges  have  been  erected  for  the  east  and  west 
obannels  of  Grand  Island. 


w 


PROM  If ABQUETTB  TO   PORTAGE   ENTRY,  SIXTTFIVE  MILES,  AS  FOL- 
LOWS:   INSIDE  PASSAGE. 

Ran  out  from  the  dock  east-northerly  until  Granite  Island  is 
open  with  Presqu'ile  Bluff  (a  Lighthouse  has  been  erected  on 
this  island,  and  shows  a  fixed  white  light,  varied  by  red 
flashes  of  the  fourth  order  of  lens,  elevated  93  feet  above 
tbe  Lake  level);  then  haul  up  for  the  bluff,  passing  it 
close  to,  and  leudog  two  or  three  small  rooky  islands  to  star- 
board, which  «H|jpkirly  abreast  of  Presqu'ile  Bluff;  then  shape 
your  course  for  G^ite  Island  NWb|yN,  leaving  it  2  miles  to 
the  northward;  whan  abreast  the  island,  which  ia  12  milaa  from 


$9, 


THOMPSON  II   OOAflT    riUTT.  ^ 

Marquette,  keep  on  the  same  course  12  mileii  farther ;  thence 
NWbyW  17  mileR,  to  abreast  the  Huron  InUntls;  where  % 
Lighthouse  has  been  erected  on  the  West  Inland;  thence  W^K 
10  miles,  to  Point  Abbaye,  leaving  the  Huron  Islands  to  port ; 
thenoe  W^S  14  miles,  to  Portage  Kntry.  Uun  past  the  Light« 
house  point  and  into  the  bay,  and  come  to  in  2^  fathoms  wat«r, 
with  the  houses  at  the  entry  bearing  NNW.  Ranges  are  to  b« 
placed  for  running  into  Portage  Entry. 

Portage  B»iy  is  not  a  sate  place  in  a  heavy  NE  or  E  wind; 
but  a  good  harbor  can  be  made  10  or  12  miles  up  LeAuse  Bay, 
on  the  ea.^t  side,  called  Kocknawaugon.  It  is  a  perfect  harbor » 
and  safe  from  any  winds, 

To  ou  In. — Haul  round  the  south  point  of  the  bay  or  harbor 
and  run  in,  giving  the  point  a  good  berth;  rnn  well  up  to  tha 
bay,  and  come  to  in  3  to  5  fathoms  water,  soft  bottom. 

The  Missions  are  on  each  side  of  LeAuse  Bay,  2  miles  south 
of  this  harbor;  the  Meihodist  on  the  east,  and  the  Catholic  on 
the  west.  Bendrie'n  snw  mill  is  2  miles  south  of  the  Methodist 
Mission.    Excellent  fishing  all  over  LeAnse  Bay. 


FROM  MARQUETTE  TO  PORTAGE  ENTRT-OtJTSIDB  PABSAOB. 

Run  out  from  the  dock  east-northerly  until  well  clear  of  the 
Lighthouse  point,  and  the  rocks  which  lie  off  from  it,  about  1 
mile;  then  haul  up  NNE  5  or  6  miles,  until  Oranite  Island 
bears  NW;  thence  NWiN  9  miles,  to  abreast  of  the  island, 
which  leave  to  port  close  to ;  thence  NW  to  abreast  the  Huron 
Islands;  and  thence  as  above.  On  this  route  you  leave  the 
rooky  islands  off*  Presqu'ile  to  port. 

From  Portage  to  Manitou  Island  Lighthouse  XEiE  46  miles, 
leaving  Traverse  Island  to  port  8  miles  from  Portage  Light* 
house.  Good  anchorage  under  Traverse  Island,  and  also  the 
next  point  north  of  it. 

Bete  Orise  Bay,  15  miles  WbyS  from  Manitou  Island,  has 
good  shelter  from  north  to  west  winds,  and  also  under  Point 
Eewawena. 

Lake  La  Belle  lies  at  the  SW  end  of  Bettfame  Bay,  and  ia 
capable  of  being  made  ii\|;o  an  excellent  harbor,  by  a  cut  aeroaa 
a  narrow  neok  of  land.    The  copper  mines  of  Eagle  Harbor 


80 


THOMPSON'S  OOABT  TILOT. 


i 


and  the  vicinity,  are  bat  a  short  distance  from  this  lake,  and  the 
proprietors  are  making  every  effort  to  dredge  a  channel  and 
boild  piers,  which  when  completed,  would  be  of  incalculable 
advantage  to  them  for  shipping  their  copper,  and  also  to  the 
mariner  as  a  sate  harbor  of  refuge.  This  improvement  is  now 
going  on  and  piers  built.  A  Lighthouse  is  to  be  erected  at 
the  entrance  of  this  harbor. 

A  Lighthouse  has  been  erected  on  the  West  Huron  Island. 
Order  of  lens,  three  and  a  half,  and  will  show,  at  an  elevation 
of  197  feet  above  the  lake  level,  a  fixed  white  light. 

There  is  a  good  channel  between  Manitoa  Island  and  Point 
Ktiwawena.  To  run  through,  give  the  SE  point  a  good  berth, 
and  haul  up  to  the  northward  and  westward,  leaving  Manitoa 
Island  to  the  eastward. 


■ 


-f 


FBOIC  MAKITOU  ISLAND  TO  COPPER  HARBOR,  WEST  87  NORTH  FOUR- 

TEEN  MILEB. 

To  run  into  Copper  Harbor,  coming  from  the  eastward,  keep 
biong  shore  until  past  the  point  where  the  Lighthouse  stands, 
and  the  stakes  are  ranged ;  then  haul  up  for  them,  keeping  on 
the  range  until  past  the  rocks  which  are  above  water,  and  plain 
to  be  seen  in  daylight;  then  haul  up  the  bay,  steering  WiS, 
Qutil  past  Potter's  Island,  and  come  to  anchor  or  run  alongside 
tk  a  ('  )ck.  The  ranges  are :  a  long  pole  or  signal  staff  behind, 
and  a  low  tripod  in  front  of  the  dwelling  at  Fort  Wilkins.  The 
water  is  deep  close  round  the  Lighthouse  point,  and  vesse's  can 
make  a  good  harbor  from  easterly  winds  by  hauling  ap  into  the 
bay  to  the  eastward,  closing  in  the  light  from  a  north  line,  and 
come  to  in  3  to  4  fathoms.  The  land  is  high  all  round  Point 
Eewawena.  In  coming  from  the  eastward,  a  rocky  hill,  Mount 
Houghton,  800  feet  high,  and  12  miles  SW  of  Point  Eewa- 
wena, can  be  seen  from  40  to  50  miles,  and  is  a  good  leading 
mark. 

The  harbor  is  formed  by  a  number  of  small  rocky  islands, 
just  above  water,  extending  from  Potter's  Island  towards  the 
Lighthouse,  neariv  east  and  west.    Deep  water  going  in. 


\ 


TBOMPflON'g   00A8T   PILOT. 


81 


FROM   COPPER    HARBOR  TO   AGATK   HARBOR,  EIGHT   AND  ONE  HALF 

MILEd 

To  enter  the  north  harbor,  bring  the  target  or  beacon  on  the 
main  shore  (about  i  a  mile  east  of  the  large  warehouse)  to  bear 
SS£,  and  run  on  this  course  until  the  houses  on  the  nouth  shore 
of  the  soul  h  harbor  come  in  range  with  Agate  Point ;  then 
haul  up  EiN  to  the  anchorage  in  the  middle  of  the  harbor,  in 
4  to  5  faihoma,  mud  bottom. 

To  enter  the  south  harbor,  bring  the  target  or  beacon  to  bear 
SSE,  and  run  for  it  until  the  small  rocky  island  to  the  west  of 
Agate  Point  is  just  opened  with  this  point ;  then  haul  up  for 
the  houses  on  the  north  side  of  the  south  harbor,  and  run  for 
them  until  al  reast  of  Agate  Point ;  then  steer  tor  the  wharf  or 
dock,  or  come  to  in  the  middle  of  the  harbor  in  8^  to  4  fathoms 

water,  mud  bottom. 

/     .  ■        I 

EAGLE   HARBOR,   FIVE   AND   ONE-HALF   MILES   WEST  OF  AGATE    ; 

HAUBOU. 

To  enter  the  harbor  by  the  east  channel,  bring  the  Lighthouse 
to  bear  WSW^S,  and  run  for  it  until  the  eastern  point  of  the 
harbor  bears  due  south,  and  is  distant  i  of  a  mile ;  then  steer 
SWiS  to  a  point  about  160  feet  east  of  the  most  eastern  point 
of  Senter's  dock. 

To  enter  the  harbor  by  the  west  channel,  bring  the  cleft  in 
the  rouk  and  signal  target  in  rear  in  range,  when  the  compass 
should  read  SEbySjS,  and  run  on  this  course  and  range  until 
the  bar  at  the  mouth  of  the  harbor  is  passed ;  then  haul  up  for 
the  dock,  or  come  to  in  3^  fathoms  water,  sandy  bottom. 

The  reef  which  lies  outside  the  harbor  is  three-sixteenths  of 
a  mile  north  of  the  east  point  of  the  harbor  at  the  eastern  end, 
and  the  same  distance  from  the  Lighthouse  to  the  western  end 
of  it.  The  least  water  is  3  and  4  feet  on  the  east  end  and  north 
from  the  point;  the  least  water  on  the  west  end  is  5  and  6  feet, 
due  north  from  the  middle  of  the  bar ;  and  on  the  extreme 
ends  east  and  west,  16  and  18  feet.  Tbero  is  a  patch  with  12 
feet  on  it,  north  of  the  Lighthouse,  and  west  of  the  middle 
ground  or  shoal.  In  running  on  the  ranges^  enter  the  har- 
bor, yoa  will  have  from  11  to  16  feet  water  on  the  bar,  and  18 
to  24  feet  inside. 


r 


'  ^«jff  "mvftm^Bvr' 


IV  TBOMPSON'S  COAST  PILOT. 

Old  Ranqi  for  Going  In  by  tub  East  Channbl. — Range 
the  Boutheastern  end  or  angle  ot  Senter's  dock,  and  run  for  it, 
bearing  SWJVV,  until  the  target  opens  in  the  cleft  in  the  rock; 
thence  SWiS,  until  in  22  feet  water.  "Vessels  not  drawing 
over  8  feet,  can  run  in  on  this  range  clear  up  to  the  dock. 


FUOM  EAGLE  HARBOR  TO  EAGLE  RIVER,  SOUTHWEST  BY  WK8T  ONE- 
HALF  WiiST  SEVEN  MILKS 

There  is  no  harbor  at  Eagle  River.  To  come  to  the  dock, 
keep  a  long,  low,  lead-colored  house,  with  a  chimney  r  <  the 
north  end  of  it,  in  a  line  with  the  second  window  of  the  hotel 
just  behind  the  house,  and  run  over  the  middle  ground  in  3 
fathoms  water;  when  over,  you  drop  into  4  and  5  fathoms, 
and  run  for  the  dock.  The  dock  or  pier  runs  out  NW. 
Or,  bring  the  end  of  the  dock  to  bear  south  at  the  dis- 
tanoe  of  2  miles,  and  run  for  it.  In  approaching  the  dock, 
keep  well  to  the  westward,  and  go  in  at  an  angle  of  40°,  to 
clear  the  sand  bank  that  has  formed  off  the  enil  of  the  pier. 
There  was  only  9  feet  water  at  the  pier  in  1868,  and  you  cannot 
go  to  the  eastward  of  the  pier  at  all.  In  running  in  at  night, 
bring  the  Lighthouse  to  bear  SbyEJE,  and  run  for  it  till  over 
the  bar  and  near  the  dock ;  ihen  go  in  as  above.  On  this  range 
you  run  over  the  western  spit  in  three  laihoms  water,  and  a  lit- 
tle over  i  a  mile  from  thd  end  oi  the  pier.  In  going  out,  bound 
to  the  westward,  run  the  shore  along  for  2  miles,  and  shape 
your  course  for  Ontonagon  River  SWby WiW  13  miles ;  thence 
SWiS  45  miles. 

FROM  ONTONAGON  TO  LA  POINT. 

From  Ontonagon,  piers  run  oat  .1  or  3  miles  NNW,  and  haal 
np  Wis  21  miles,  to  clear  the  land  under  the  Porcupine  Moun- 
tains and  Lone  Rook ;  thence  WbySiS  45  miles,  to  La  Point 
Lighthouse. 

This  Lighthouse  was  built  in  1858,  and  the  Light  on  Passage 
Island  discontinued.  It  stands  on  a  low  sandy  point,  calltiU 
Chagwatimegou,  at  the  entrance  to  La  Point. 

As  you  approish  the  Lighthouse  you  leave  Madeline  iind  the 
Apostle  Islands  to  starboard,  and  haul  up  for  the  sandy  point, 
keeping  it  well  aboard  until  past  the  Lighthouse ;  the  ace  haul 


THOMPSON  B   COA8T    PILOT. 


88 


i  : 


1 


up  NW  northerly  for  the  town  of  Bayfield,  which  has  a  good 
dock  and  a  saw  mill. 

La  Point  and  the  Mission  is  on  the  east  side  of  the  Bay;  haa 
a  dock  and  good  holding  ground  in  from  3  to  5  fathoms,  mud 
bottom. 

Off  the  SW  point  of  Madeline  Island  a  reef  sets  off  i  to  J  of 
a  mile  in  a  southerly  direction,  and  opposite  the  Lighthouse. 

TO  RUN  THHOUOn  THE  ISLAND  PASSAGE  TO  FOND  DU  LAC. 

From  the  dock  or  Bayfield  run  the  main  land  along,  leaving 
Sugar  Island,  Cap  Island,  Oak  Island  and  Raspberry  Islands  to 
starboard ;  keep  mid-channel,  and  when  abreast  of  Cap  Island 
haul  off  to  the  NW,  leaving  York  or  Sand  Islands  and  Little 
Fishing  Island  to  port;  run  ou  NW  6  or  7  miles  from  York 
Island,  and  3i  miles  from  Little  Fishing  Island;  thence  SWby 
WJW  57  miles,  to  Minnesota  Point  Lighthouse,  at  the  entrance 
to  Fond  du  Lac  Bay  or  Superior  City. 

TO  RUN  INTO  FOND  DU  LAC  BAY  TO  SUPERIOR  CITY. 

Run  for  the  Lighthouse  until  you  bring  the  two  targets  on 
the  south  bank  in  range;  run  on  this  range  until  well  up  to  the 
beach,  in  12  feet  water,  or  until  the  Lighthouse  point  (sandy)  is 
in  a  line  with  a  small,  low  point  opposite  to  it  aud  inside  the 
Bay ;  then  haul  up  and  round  the  Lighthouse  point,  pretty  close 
to,  leaving  two  black  stakes  to  port  off  the  low  point ;  run  up 
the  bay  about  li  miles,  keeping  the  starboard  shore  pretty 
well  aboard  until  you  come  to  the  turning  stake ;  follow  them 
round,  leaving  them  to  port,  and  come  to  the  dock  at  Superior 
City,  or  to  an  anchor  in  the  bay  in  14  feet  water.  The  channel 
is  well  staked  out,  thus :  three  stakes  going  in  on  the  port  side, 
with  range  ahead ;  one  stake  off  the  Lighthouse  point  to  star- 
board ;  the  rest  as  described  above. 

The  Apostle  Islands  are  a  group  lying  off  the  mainland  at 
La  Point.  The  water  is  deep  through  these  islands,  and  the 
shoals  are  plain  to  be  seen  in  clear  weather.  The  land  is  of  a 
good  quality,  with  plenty  of  timber  of  all  kinds. 

A  Lighthouse  was  built  on  Passage  Inland,  but  discontinned 
in  1858.  It  will  be  re-lighted  this  season.  To  run  through 
thi«  pacsage  from  OatoDagoo,  steer  WiS  51  miles,  to  Pasiag* 


i 


M- 


^^assammmmmm 


W  THOMPSON  8   COAST   PlLCf. 

Inlnnd  Lighthouse  ;  thence  WbyNiN  10  miles,  to  Oak  Island 
Dock,  to  Htarhoard,  leaving  Cap  Inland  close  to,  to  port,  and 
run  out  NW,  ler-ving  UaNpberry  Inland  to  starVtoard,  and  York 
Island  to  port ;  then  steer  as  directed  for  Fond  du  Lao. 

From  Passage  Island  to  Chngwaumegou  Point  Lighthouse 
SWbyS  17  miles,  until  the  Lighthouse  is  open  with  the  SW 
point  of  Madeline  Island ;  then  haul  up  for  it,  and  run  in  as 
directed  lor  Bayfield. 

FUOM  PAS8AOK  ISLAND  LIGHTHOUSi:  TO  UOCK  HARBOR,  ISLE  ROY  ALE. 

Run  out  from  the  Lighthouse  EbyS  2  miles,  and  haul  up  NE 
iE  118  miles,  to  Isle  lioyale,  passing  Siskowit  Bay  close  to ; 
bring  the  Lighthouse  at  Rock  Harbor  to  bear  NWiW.and  run 
for  it  until  well  up  to  the  group  of  islands  at  the  entrance  to  the 
harbor;  run  through,  leaving  the  first  small  patch  ot  islands  to 
port  which  lie  NE  from  the  Lighthouse,  and  haul  up  into  the 
bay  to  the  SW,  and  come  to  in  12  to  16  fathoms  water,  mud 
bottom,  doping  in  the  Lighthouse.  There  is  a  good  channel  on 
the  S  W  side  of  this  first  group  of  islands  next  to  the  Lighthouse 
point,  but  is  not  so  straight  as  the  first  one  mentioned.  The 
group  is  called  Middle  Islands,  and  can  be  passed  on  either 
side. 

From  Rock  Harbor  to  White  Fish  Point  SEbyEJE  188 
miles.  ■  '  V  ' 


COURSES  AND  DISTANCES  ON  LAKE  SUPERIOR. 

From  White  Fish  Point  to  Manitou  Island  WNW  24  miles; 
thence  WbyNiN  100  miles,  to  Manitou  Island  Lighthouse. 
SW  f  of  a  mile  from  the  Lighthouse  you  will  find  15  fathoms 
water,  mud  bottom. 

From  White  Fish  Point  to  the  Carabon  Island  NW  55  miles. 

From  Carabon  Island  to  Small  Lake  Harbor,  Ont,  NWiN 
117  miles.  Good  holding  ground  under  Carabon  Island  in  5  to 
6  fathoms,  clay  and  sand. 

From  White  Fish  Point  to  the  east  shde  of  Michipicotton 
Island  NWbyNiN  75  miles;  to  the  Copper  Mines  on  t!to  south 
side  of  the  island  N  Wj^N  73  miles. 


THOMl'SON'S   OOikST   PILOT. 


85 


From  White  Fi«h  Point  to  Michipicotton  River,  NbyW  60 
miles,  to  Cape  Gargantua;  thence  NbyE  20  miloB  ;  thence  ENE 
7  miles,  to  the  river.  This  river  is  navigable  for  boats  15  miles, 
to  the  falls. 

From  White  Fish  Point  to  Montreal  River,  Ont.,  NbyEiE 
85  miles.  This  river  is  20  fathoms  wide,  with  5  to  6  feet  water 
over  the  bar. 

From  White  Fish  Point  to  Cape  Thunder,  Ont.,  NWbyW 
iW  189  miles,  to  Blake's  Point;  thence  WbyNJN  2t  miles,  to 
Cape  Thunder. 

From  Michipicotton  to  the  Manitou  Island  Lighthouse  WSW 
105  miles  (from  the  north  side). 

From  Manitou  Island  to  Stanard's  Rock  SEiS  20  miles; 
thence  same  course  to  Grand  Island,  51  miles. 

A  day  beacon  will  be  erected  on  Stanard's  Rock,  built  of 
stone,  with  a  wrought-iron  shafl  in  the  center,  surmounted  by 
an  iron  cage. 

From  Point  Kewawena  to  Granite  Island  SbyEiE  50  miles. 

From  Fond  du  Lac  or  Minnesota  Lighthoiue  to  Isle  Royale 
NEbyEiE  145  miles. 

From  Eagle  Harbor  to  the  outer  island  of  the  Apostles  WbyS 
is,  and  to  clear  all  the  islands  WbyS,  107  miles. 

From  Ontonagon  to  Grand  Portage  or  Pigeon  River  NbyW 
iW  72  miles. 

E'rom  Eagle  Harbor  to  Rock  Harbor  NNWiW  40  miles. 

From  White  Fish  Point  to  Point  Iroquois  Lighthouse  SE  25 
miles.     Note  the  difference  in  return  course. 


LIGHTH0VSE8  ON  LAKE  SUPERIOR. 

Round  Island  light,  fixed,  varied  by  red  flashes,  visible  12 
miles,  near  the  entrance  to  Sault  Ste.  Marie  River,  and  4^  miles 
from  Waiska  bay.     (Re-lighted.) 

Point  Iroquois  light,  fixed,  visible  10  miles,  on  Point  Iroquois, 
25  miles  from  White  Fish  Point. 

White  Fish  Point  light,  fixed,  visible  13  miles,  on  White  Fish 
Point.    Good  anchorage  under  the  poini  in  7  to  9  fathoms. 
12 


wm^m 


^ 


THOMPSON  8.  OO AST   PILOT. 


Grand  Iflland  light,  fixed,  varied  l)y  rtashes,  visible  18  miles, 
on  the  north  point  of  Grand  iNhiiul.  Thin  Light lioiise  is  the 
highest  on  the  lakes,  being  2Ht  leot  above  the  level  of  the  lake. 

The  highest  part  of  the  iHland  is  300  feet  above  the  level. 

Marquette  light,  fixed,  visible  10  miles,  on  the  north  point  of 
Marquette  Harbor.  There  are  several  small  patches  of  rock 
close  off  the  point,  just  awash,  and  due  east  of  the  point.  SE 
from  the  Lighthouse,  in  Oi  to  7  fathoms  water,  you  will  find 
floft  bottom.     Good  anchorage  in  the  bay  in  Sh  fathoms. 

Granite  Island.  A  Lighthouse  has  been  built  on  this  island, 
also  one  on  the  West  Huron  Island. 

Portage  Entry  light,  fixed,  varied  by  flashes,  visible  13  miles, 
on  Portage  Point,  near  the  mouth  of  Portage  River  or  Entry, 
western  shore  of  Kewawena  Bay.  Good  holding  ground  under 
the  point  in  2i  to  3J  fathoms.  This  harbor  is  under  improve- 
ment, and  will  be  one  of  the  best  on  the  south  shore.  The  cut 
is  through  the  sandy  point  into  the  river.  The  pier  is  on  the 
east  side  of  the  cut,  with  nothing  less  than  12  feet  water ;  and 
the  other  improvements  are  up  the  river,  by  cutting  across  flat 
points  to  straighten  the  channel.  After  getting  into  Portage 
Lake,  the  course  ia  NbyWJW,  to  the  turning  point  below  the 
city;  keep  the  middle  of  the  river  after  hauling  round  the 
point,  and  run  up  to  the  docks. 

A  Lighthouse  is  to  be  built  at  the  entrance  to  Lac  la  Belle, 
and  a  Lighthouse  has  been  erected  on  Gull  Island,  west  of  Man- 
itou  Island. 

Manitou  Island  light,  revolving,  visible  14  miles,  on  Manitou 
Island,  4  miles  from  Point  Kewawena. 

Copper  Harbor  light,  fixed,  visible  10  miles,  at  the  east  end 
of  Copper  Harbor. 

Rock  Harbor  light,  fixed,  visible  14  miles,  on  the  NE  end  of 
Isle  Royale,  on  west  side  of  entrance  to  the  harbor,  12  miles 
from  the  eastern  extremity  of  the  island.  There  is  a  passage 
inside  from  the  bay  to  the  east  end  of  the  island,  formed  by  a 
number  of  sro.all  islands,  the  whole  way  to  Blake's  Point,  12 
miles,  with  three  or  four  passages  through  into  the  lake.  First- 
rate  holding  ground  in  the  bay,  SW  of  the  Lighthouse,  in  10  to 
15  fathoms  water,  mud  bottom.    (Light  discontinued.) 


TnOMMON's  COAST   Pn/TT. 


87 


Kiiff\e  Harbor  light,  fixed,  varied  by  dashes,  visible  12  milcH, 
at  the  west  side  of  Eagle  Harbor. 

Eagle  liiver  light,  fixed,  visible  11  miles,  7  miles  from  Eagle 
Harbor,  on  the  south  shore  of  Lake  Superior. 

OntoiiaLTon  light,  fixed,  visible  11  miles,  at  the  mouth  of 
Ontouiiiroii  River,  west  side,  on  the  b«ach. 

The  piers  at  Ontonagon  are  under  repair,  and  it  is  hoped  that 
steamers  will  be  again  able  to  enter  the  river,  after  the  spring 
freshets. 

La  Point  light,  fixed,  visible  14  miles,  on  Point  Chagwaame- 
gon,  opposite  the  SVV"  end  of  Madeline  Island. 

Minnesota  Point  light,  fixed,  visible  12  miles,  at  the  head  of 
Lake  Superior  and  mouth  of  St.  Louis  River,  on  the  low  sandy 
point. 

From  Minnesota  Point  Lighthouse  to  Buchanan  River  NEJN 
25  miles.  Buchanan  has  a  pier  with  12  feet  water  alongside ; 
not  safe  in  bad  weather. 

Raspberry  Island  light  on  Raspberry  Island,  visible  12  miles. 


TiRIATION  OF  THE  COMPASS  ON  LAKE  SUPERIOR. 


5 


Sault  Ste.  M(iri»^  '  iver 

Two  Heart  River 

Presqu'ile 

LeAnse  Bay 

Point  Abbaye 

Eagle  Harbor 

Eagle  River 

Lone  Rock 

8W  Point  Isle  Royale. . . . 

Small  Eiver 

Otter  Head,  Ontario 

Otter  Cove,  Ontario 

Fort  iVilliam,  Ontario 

Cape  Gargantua,  Ontario, 


3  00  E. 

6  23  E 

3  50  E. 

7  20  E. 

7  00  E. 

2  39  E. 

7  54  E. 

9  15  E. 

0  15  E. 

11  00  E. 

5  30  E. 

5  07  E. 

11  43  E. 

4  05  E. 

White  Fish  Point 

Train  Point 

Huron  Islands 

Iron  River 

Kewawena  Point 

Agate  Harbor 

Misery   Bay 

Passage  Island,  L.  H 

Montreal  River. 

St.  Louis  River  entrance. . 

State  Island,  Ontario 

Small  Lake  Harbor,  Ont. 

Pie  River,  Ontario 

Isle  St.  Ignace,  Ontario. . . 


4 
7 
7 
9 
7 
5 


50  E. 
21  E. 
00  E. 
52  E. 
00  E. 
20  E. 

8  30  E. 

10  15  E. 

9  68  E, 

11  20  E. 

7  42  E. 
4  50  E. 

8  22  E. 
7  00  E. 


It  will  be  observed  by  the  above  table  that  the  compass  is 
materially  affected  in  short  distances ;  it  is  therefore  necessary 
to  be  on  the  lookout,  in  dark  or  foggy  weather,  in  running 
close  along  shore. 


Kc  >i* 


88 


TH0MP80N  9  00A8T  PILOT. 


ST.  CLAIR  RITER. 

After  clearing  the  flats  and  into  the  river,  keep  the  center, 
and  at  the  turnn  run  from  point  to  point.  The  channel  of  the 
river  is  plain  to  be  seen  in  daylight  all  the  way  up,  except  the 
middle  ground  off  Port  Huron. 

Algonac  is  the  first  town  on  the  American  side,  and  opposite 
to  HurBon's  Island,  and  nearly  opposite  where  the  south  channel 
enters  the  main  river.  Snicarte  River,  a  little  above  Algonac, 
on  the  Canada  side,  runs  into  Bear  Creek.  From  Algonac  you 
can  keep  either  side  of  the  river  aboard  to  Lake  Huron. 

The  island  called  Oak  Island,  just  below  Newport,  which  is 
7  miles  from  Algonac,  has  a  good  channel  between  it  and  the 
Canada  shore,  with  wood  docks.  A  shoal  sets  down  from  the 
island,  but  is  plain  to  be  seen. 

From  Newport  to  St.  Clair  7  or  8  miles.  Off  St.  Clair  City 
there  is  a  middle  ground,  with  4  to  5  feet  water  on  the  center 
of  it,  and  directly  opposite  Sutherland's  dock,  but  nearer  to  St. 
Clair  side  than  the  Canada.     Good  channel  on  both  sides. 

After  passing  St.  Clair  and  the  point  above  it,  you  make  Elk 
Island.  A  shoal  or  flat  sets  down  from  the  island  in  a  line  with 
the  Canada  side  H  to  2  miles,  and.  leaves  a  good  channel  on 
both  sides.  In  running  up  keep  one  side  or  the  other  aboard 
until  well  up  towards  Port  Huron,  as  there  is  a  middle  ground 
off  Black  River. 

To  run  the  American  channel,  keep  all  the  docks  close  aboard 
untU  up  to  the  ferry,  when  you  are  into  the  rapids. 

To  run  the  rapids,  keep  just  inside  the  eddy  and  run  out  into 
Lake  Huron,  keeping  the  starboard  shore  aboard  until  up  to 
the  Lighthouse. 

To  run  up  on  the  Canada  side,  run  up  to  abreast  the  docks  at 
Samia;  then  shape  your  course  for  the  outer  point  of  low  land 
OD  the  starboard  hand,  and  keep  just  in  the  eddy  and  run  out 
«8  above. 

There  is  deep  water  the  whole  length  of  the  river,  from  5  to 
7  fathoms,  with  good  holding  ground,  except  in  the  rapids 
above  Port  Huron. 


THOMPBON'8  00A8T   PILOT. 


89 


COURSES  AND  DISTINCES  ON  LIKE  ST.  CLIIR. 

Run  out  from  the  head  of  Detroit  River  into  Lake  St.  Clair 
ENE  3  miles;  thence  NNE  18  milcH,  to  Toint  Huron  Slake, 
which  leave  to  port;  thence  NbyE  i")  miles,  with  New  Balti- 
more right  ahead,  to  the  turning  stake  (red)  to  starboard  ; 
thence  to  the  stakes  on  the  flats ;  range  the  first  tour  stakes  and 
run  up,  leaving  all  the  red  stakes  to  8tar1)oard  and  black 
to  port  (if  there  are  any),  until  in  St.  Clair  River,  north 
channel.     (No  stakes  in  this  channel  since  1860.) 

Clinton  River  Lighthouse  bears  from  the  stakes  at  the 
entrance  of  the  flats  SWby WJW,  and  is  the  leading  mark  from 
the  stakes  bound  down. 


BAILING    DIKECTIONfl   FOR    LAKE   HT.  CLAIR-TO  ENTER  BT.  CLAIR 
RIVER  BY  THE  SOUTH  PA88  OR  CHANNEL. 

To  enter  St.  Clair  River  by  the  South  Pass  or  channel,  run 
out  of  Detroit  River  ENE  until  the  two  first  points  north  of 
the  Lighthouse  are  open ;  thence  NE^N  20  miles,  till  you  make 
the  South  Pass  Lighthouse,  when  in  15  feet  water,  bring  the 
Lighthouse  and  beacon  light  in  range,  steer  up  on  this  range, 
passing  black  buoys  to  port,  and  red  buoys  to  starboard,  till  up 
to  beacon  light;  thence  haul  oflf  to  the  SE  and  leave  red  buoys 
to  starboard  and  black  to  port,  until  into  the  river.  There  are 
range  lights  kept  on  the  starboard  hand,  opposite  the  turning 
point  into  the  river,  and  are  thus  :  red  and  white  for  each  bend 
or  reach,  first  from  the  beacon  light  to  abreast  the  point,  and 
then  up  the  river,  and  vice  vena.  The  lights  stand  in  an  angular 
direction,  the  middle  one  being  red,  which  form  the  two  ranges. 
After  clearing  the  flats  and  into  the  river,  keep  the  port  side 
best  aboard  until  up  to  the  head  of  llursou's  Island;  then  keep 
in  mid-channel  until  the  two  log  houses  on  the  Canada  shore 
are  in  range ;  thence  across  the  river  to  Algonac,  to  clear  the 
shoal  which  makes  up  river  from  the  head  of  the  island. 

The  new  cut  or  channel  over  the  St.  Clair  Flats  runs  in  a  line 
with  the  first  reach  of  St.  Clair  River  S40°W.  Two  Light- 
houses will  be  erected  on  the  port  side  of  tiie  out,  to  mark  the 
channel.  This  improvement  will  be  of  incalculable  benefit  to 
the  sailing  community,  also  to  merchants  and  owners  of  vessels,  -a 


.^B=T 


■^^ 


ry 


90 


THOMPSON  8  COAST  PlUrT. 


From  Windmill  Point  Lij^hthouse  to  tho  Itiver  Thamon 
LighthoiiBu,  Ontario,  EbyS  Sf)  railen. 

Courflo  to  the  middle  channel,  NE  17  milcH. 

All  tho  lightH  on  thin  lake  are  fixed,  and  vinible  about  9  to  10 
miles. 

Tho  depth  of  water  on  Lake  St.  Clair  Ih  from  21  to  5  and  7 
fathoms,  sand  and  mud. 

There  is  a  good  channel  between  Peach  Island  and  the  main- 
land, Ontario. 

NoTR — In  air  channels  where  government  buoys  are  laid 
down,  they  are  thus :  red  buoys  with  even  numbers  must  be 
left  to  starboard ;  black  buoys  with  odd  numbers  to  port ; 
buoys  with  black  and  white  perpendicular  stripes,  in  mid-chan- 
Del,  may  be  left  on  either  side  close  to;  red  to  starboard  always 
in  going  in.  v  , 


'•'  't 


COURSES  AND  DISTANCES  ON  LAKE  ERIE. 

19*  All  Counc*  marked  thus  [*J  are  magnetic.  Courm-s.  Miles. 

Prom  Buffalo  to  Point  Pelee  Island * WbySfS  200 

Buffalo  to  Marble  Head •SWbyWfW  218 

Buffalo  to  Cleveland *SWby Wi W  141  ^ 

till  Fairport  Pier  Light  bears  south  8  milei>,  >  172 

thence  *8WiW   31  ) 

Buffalo  to  Dunkirk 8  W^S    86 

Dunkirk  to  Point  Pelee *Wby8i8  166 

Erie  to  Point  Pelee "WbyS  130 

Erie  to  Grand  River  or  Fairport 8 Wby W^ W    60 

Erie  to  Black  River SWbyWjW  129 

Erie  to  Peninsular  of  Sandusky Why 8^8  144 

Erie  to  Middle  Island Wby8i8  140 

Erie  to  Long  Point,  Ont NiW    28 

Buffalo  to  Grand  River  or  Fairport 8 Wby  V^iW  141 

Buffalo  to  Black  River SWbyWiW  207 

Buffalo  lo  Middle  Island W8W  213 

BuffalotoLong  Point,  Ont Wby8f8    64 

Cleveland  to  Sandusky W^N    14 

thence  WiS    37* 

Cleveland  to  Middle  Island WbyN    52 

Cleveland  to  Point  Pelee  Island  Lighthouse,  Ont WNW    65 

Clevelnnd  to  Ronjjeau  Harbor,  Ont Nby  W    54 

fr       Cleveland  to  Point  Talbot,  Ont NbyE    79 

Cleveland  to  Port  Stanley,  Ont NbyEjE    86 

Cleveland  to  Port  Burwell,  Ont NEbyN^N   93 


TIIOM  l'(K)M  H   OOAflT   I'lUIT.  H 

CourM*.  U\U*. 

Clevelimd  to  Lonjj  Point.  Out NKiE  1 10 

Fuirport  to  Long  Point,  Onl NEcHKitrly  M 

Aslitnliula  t<)  Umn  Point,  Ont NKfN  57 

Conn«'«ut  to  LonK  Point,  Ont NNKfK  46 

Fuirport  to  the  WcIIhiuI  Canal NE4E  (iiMirly  las 

Erie  to  the  Wt-llaml  Canal NEiN  «5 

Lonit  Point,  Ont.,  to  Onintl  Kiver,  Ont NE^E  I«J 

Long  Point,  Ont,  to  Welland  Canal NEbyE^E  464 


V  f 


SAILING  DIRECTIONS  FOR  THE   HEAD  OF  LAKE  ERIE. 

(Th«  CourMi  and  IteMingi  aru  MaunetK'.) 
FROM  DETROIT  RIVKR  TO  POINT  PELEK. 

From  Bois  Blanc  Lighthouse  SjW  4  miles ;  thence  EbySiS 
84i  miles,  to  Point  Pelee,  running  i  a  mile  south  of  Little's 
Point,  and  3  miles  north  of  a  shoal  with  8  teet  water  on  it, 
bearing  from  Little's  Point  SEbySiS  4  miles,  and  from  the 
Middle  Sister  NE  8  miles.  This  shoal  can  easily  be  avoided  by 
keeping  well  over  towards  Little's  Point,  and  it  is  always  bet- 
ter to  run  close  along  from  Little's  Point  to  the  river,  except 
in  a  heavy  west  wind.  (See  directions  tor  Detroit  River.)  Also 
leaving  the  middle  ground  between  Point  Pelee  Island  and  the 
point  2  *ailes  to  the  southward.  The  middle  ground  has  12 
feet  least  water.  It  bears  from  Point  Pelee  Island  Lighthouse 
EbyNJN,  and  from  the  extreme  end  of  Point  Pelee  Shoal 
WSWiS. 

DETROIT  UIVER  TO  CLEVELAND. 

From  Bois  Blanc  Lighthouse  SfW  8^  miles ;  thence  SEby 
E}E  83  miles  to  Cleveland,  running  li  miles  NE  of  Point 
Pelee  Island  Lighthouse,  and  just  clear  of  the  south  end  of 
the  middle  ground. 

DETROIT  BIVES  TO  SANDUSKY. 

From  Bois  Blanc  Lighthouse  S}W  2i  miles,  crossing  the 
range  of  Little's  Point  and  Bar  Point ;  thence  SSE^E  33  miles, 
running  i  of  a  mile  eai^t  of  Middle  Sister  Island  and  i  of  a 
mile  east  of  Strontian  Island,  to  a  point  i  of  a  mile  soqth  of 
South  Bass  Island ;  thence  SE}£  9  miles  to  abreast  of  Marble 


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Fnotographic 

Sciences 

Corporation 


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23  WIST  MAIN  STMiT 

WIBSTn,N.Y.  14SM 

(71«)I72-4S03 


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92 


THOMPSOH'S  OOABT  PtUOrt. 


Head  Lighthoase ;  thence  SSE  3  miles,  to  entrance  to  Sandasky 
Bay. 

In  case  of  heavy  weather  from  the  westward,  run  from  Bois 
Blanc  Lighthouse  Sby  W  3i  miles ;  thence  SEiS  37^  miles,  pass- 
ing within  i  of  a  mile  SE  of  the  East  Sister  laland,  and  i  of  a 
mile  of  the  NE  point  of  Kelly's  Island ;  thence  S^W  8^  miles, 
to  entrance  to  Sandusky  Bay,  leaving  Middle  Island  If  miles 
to  the  NE,  and  Gull  Island  and  Shoal  i  of  a  mile  to  the  NE. 

Good  anchorage  under  the  island  in  4  fathoms  water,  with 
the  dock  bearing  north. 

Variation  of  compass  at  Kelly's  Island,  2**  13'  E. 

There  are  two  patches  of  rock  NE  from  the  NE  end  of  Kel- 
ly's Island,  with  6  and  10  feet  water  on  them.  The  first  is  1 
mile  from  the  point,  and  the  second,  1}  miles.  25  to  30  feet 
water  all  round  them. 

DETBOIT  RIVER  TO  MAUMEE  BAY. 

From^Bois  Blanc  Lighthouse  S} W  5  miles ;  thence  SWbyS 
(on  Turtle  Island  Lighthouse)  21  miles;  thence  SWiS  li 
miles,  to  the  west  channel. 

DETROIT  RIVER  TO  HONROK 

From  Bois  Blanc  Lighthouse  S} W  5^  miles ;  thence  SWbyS 
(on  Turtle  Island  Lighthouse)  3  miles ;  thence  SW^W  10  miles, 
to  Monroe  Piers,  passing  within  i  of  a  mile  of  Stony  Point. 


I\ 


MONROE  TO  POINT  PBLEE. 

East  42i  miles,  passing  2  miles  north  of  Middle  Sister,  1} 
miles  from  the  shoal  N^E  of  North  Harbor  Island,  and  i  of  a 
mile  north  of  the  middle  ground  between  Point  Pelee  Island 
and  Point  Pelee. 

Variationofcompass,  2*>  18'E.  ' 

MONROE  TO  CLEVELAND-MIDDLE  PAH<)AOE. 

ESEiE  86i^  miles,  passing  i  a  mile  north  of  North  Bass 
Island,  and  between  Middle  Island  and  Point  Pelee  Island ;  and 
note  that  Mtddto  Island  can  be  passed  in  6  to  7  fathoms  water 
within  I  a  mil*  on  either  side;  thence  EbyS  58  miles  to 
OlAveknd. 


Mi 


mt 


THOMPSON'S   COAST   PILOT. 


9^ 


i\ 


MONROKTO  SANDUSKY  BAT. 

SEbyE  40  miles,  to  abreast  ot  Marble  Head  Lighthouse  ; 
thtiQce  SSE  3  miles,  to  entraiir    to  Sandusky  Bay. 

MADMEE  BAY  TO  SAU  DUSKY  BAT. 

From  west  channel  NEiN  1^  miles ;  thence  E}S  14  miles  to 
h  mile  south  of  West  Sister  Lighthouse  ;  thence  SEbyEfE  24i 
miles,  to  abreast  of  Marble  Head ;  thence  SSE  3  miles  to 
entrance  to  Sandusky  Bay. 

MA.UMKE  BAY  TO  POINT  PELEE,  ONT. 

From  weft  channel  NEiN  U  miles;  thence  ENE^E  29 
miles,  passing  i  of  a  mile  south  of  Middle  Sister  Island,  to 
strike  the  route  from  Monroe  to  Point  Pelee ;  thence  on  tliat 
route  17  miles,  to  the  turning  point  of  Point  Pelee. 

HAUMEE  BAY  RANGES. 

Outer  range — front  rad,  and  rear  light  white.  Middle  range 
—both  lights  are  red.  Inner  range — front  light  red,  and  rear 
light  white.  These  ranges  mark  accurately  the  channel  from 
the  bay  inio  the  Maumee  River.  Care  must  be  taken  not  to 
mistake  the  middle  ranges,  both  lights  of  which  are  red,  for  the 
outer  range,  which  is  composed  of  red  and  white  lights. 


08 

id 
er 
to 


DETROIT  BITER. 

FROM  BAR  POINT,  LAKE  ERIE,  TO   WINDMILL  POINT  LIOHTIIOUSE, 

LAKE   ST.   OLAIR. 

In  rnnning  up  the  north  channel  for  the  entrance  to  Detroit 
River,  keep  the  shore  along  from  Little's  Point  in  8  to  8^ 
fathoms  water  until  well  up  to  Bar  Point,  when  you  may  ran 
with  safety  in  2^  to  2^  fathoms  until  Bois  Blanc  Lightbonae 
opens ;  yon  will  then  drop  into  4  to  4i  fathoms  water,  with  the 
Lighthouse  bearing  N^E.  (There  is  a  red  bnoy  kept  off  Bmt 
Point  in  12  feet  water.)  Haul  up  for  the  Lighthouse,  keeping 
it  a  little  to  port  (and  note  that  at  the  distance  of  2i  miles  SW 
of  Bar  Point,  on  the  range,  you  will  have  Gibraltar  light  ojpett 

18 


H 


Thompson's  cx)A9t  pilot. 


:i 


with  Citron  Island),  and  run  up,  keeping  the  low  point  under 

the  Lighthouse  blufl  pretty  close  to ;  when  up   to  it^  take  the 

middle  of  the  river.     The  Btarboanl  or  east  shore  can  be  run  in 

a  straight  line  with  it  in  2i  fathoms,  if   necessary ;  but  as  you 

approach  the  foot  of  the  Island,  haul  off  to  port  for  the  middle 

ot  the  '^iver;  when  up   to  head  of  BoIh  Blanc  Island,  keep  it 

best  aboard  to  clear  the  flat  which  sets  off  Fort  Maiden,  where 

there  is  a  red  buoy  ;  after  passing  the  buoy,  steer  for  the  lime 

kilns  on  the  Canada  shore,  to  clear  a  flat  rock  with  5  leet  water 

on  it,  a  little  below  the  lime  kilns  and  SE  from  Stony  Island. 

There  is  generally  a  buoy  at  the  north  and  south  end  of  this 

shoal.     When  abreast  the  lime  kilns,  run  the  «hore  along  pretty 

close  to  until  nearly  up  to  the  rock  which  lies  off  375  feet  from 

the  shore,  and  directly  opposite  the  gate  of  McDougall's  fence, 

and  the  large  brick  building ;  thence  run  across  the  river,  steer 

ing  NNW  until  you  range  Mamajuda  Lighthouse  with  Grassy 

Island  Lighthouse;  then  haul  up  for  Mamajuda,  keeping  on  the 

range  until  well  up  to  it;  pass  it  close  to  and  run  lor  Grassy 

Island   Lighthouse,  and  as  you  approach   it,  give  it  a  berth  of 

200  yards,  or  just  clear  the  piled  work  of  the  Fishery ;  thence 

due  north  until  nearly  up  to  the  head  of  Fighting  Island,  where 

the  White-fishing  shanties  are;  thence  take  the  middle  of  the 

river,  or  haul  over  to  the  Canada  shore,  and  run  up  in  the  eddy, 

close  in,  crossing  Sandwich  Bay  from  point  to  point,  and  up  to 

Hog  Island.    There  is  a  middle  ground  about  i  a  mile  long, 

just  below  the  freight  depot  on  the  Detroit  side,  with  7  feet 

water  on  it;  good  channel  inside,  close  to  the  docks.    When 

up  to  the  head  of  Hog  Island,  haul  off  to   port  about  NE  for 

Windmill  Point  Lighthouse;  and  as  you  approach  Peach  Island, 

keep  a  little  more  to  port  to  clear  the  shoal  which  sets  down 

from  it ;  when  past  it,  haul  up  again  for  the  Lighthouse ;  give 

it  a  berth,  and  when  well  up  to  it,  run  out  £N£  2  or  3  miles 

into  Lake  St.  Clair.    The  depth  of  water  in  the  channel  all  the 

way  up  is  Irom  3^  to  5  and  6  fathoms  water.    The  shoal  off  the 

foot  of  Hog  Island  ruiis  down  to  abreast  the  Hospital,  about  i 

»  mile,  6  (o  8  feet  water  on  it.     The  east  or  Canada  channel  is 

deep,  22  to  39  feet  water.    To  enter  the  channel  at  the  south 


t 
TIIt)Mlt«ON'8   «)A8T    I'lLOT.  95 

entrance,  keep  Bois  HIano  iHlnnd  just  open  with  the  mainlaDd, 
•which  will  lend  yon  in.  Kocp  Figlitin<;  Inland  side  well  aboard 
all  the  way  through,  and  run  out  into  the  river  above,  about 
NW.  The  holding  gronnd  in  the  river  is  good  nearly  all  the 
way  through,  except  below  the  lime  kilns. 

Current  in  the  river,  averapje  2i  mile  per  hour. 

Detroit  Latitude 4'2°19'4iV'  N. 

Longitude,  west  of  Greenwich H3°02'.33". 

In  time _.  o  h.,  32  min.,  10.2  sec. 

Variation  ot  con::pass _.  2°07'  E. 


l\ 


COURSES  AND   DISTAIViES   ON  THE  NORTH  SHORE   OF 

LAKE  ERIE. 

From  Buffalo  to  Point  Abino  WbySJS  11  miles. 
From  Point  Abino  to  Gravely  Bay  or  Port  Colborne  WNW 
9  miles. 

FROM  PORT  COLBOKNE  PIKR  TO  GRAND  RIVER. 

Run  out  from  the  pier  SWbyWJW  Similes;  thence  west  91 
miles,  or  until  Mohawk  Island  light  bears  NEJE ;  thence  Nby 
WiW  3  miles,  or  until  you  range  the  west  pier ;  then  run  in, 
keeping  the  west  pier  well  aboard. 

FROM  GRAND  RIVER  TO  PORT  DOVKR. 

Run  out  from  Grand  River  SW^W  6  miles,  to  clear  the  reef 
which  lies  off  Grand  River  bluff  WSW  4  miles  ;  thence  WiS 
26i  miles,  to  abreast  of  Port  Dover  harbor ;  and  note  that  a 
reef  lies  off  the  east  side  of  the  harbor,  about  li  miles  8E  from 
it ;  range  the  west  pier  and  run  in,  keeping  it  best  aboard. 
Lighthouse  on  the  west  pier. 

From  I*ort  Dover  to  Long  Point  SEbySJS  18  miles. 

From  Long  Point  to  Port  Burwell  WiN  29  miles ;  thenee 
WNWiN  lU  miles. 

From  Port  Burwell  to  Port  Stanley  Wr>N  20  miles. 

Gat  Fish  Creek  is  10  miles  from  Pert  Barwell;  has  7  to  9 
feet  over  the  bar,  has  one  pier  on  the  west  side  with  a  light  oa 


96 


THOHI'SON  8  COAST   PILOT. 


the  end  of  it,  bnt  is  no  place  to  run  to  for  refuge,  except  for 
small  vessel H. 

Between  Long  Point  Cut  and  Port  Burwell  there  are  two 
piers,  with  lumber  under  the  sand  hills.  Long  Point  upper 
gap  is  closed  up  and  the  lightship  taken  away. 

From  Long  Point  to  Port  Stanley,  WiN  29  miles;  thence 
WbyN  30  miles. 

From  Port  Stanley  to  the  Rondeau,  SW^W  43  miles. 


FROM  KONDEAU  TO  POINT  PELEE. 

SW} W  44  miles ;  run  on  this  course  4  miles  further,  until 
Point  Pelee  Island  Lighthouse  bears  W^N  and  Point  Pclee 
NNEJE;  thence  NWbyWifW  44  miles,  to  the  entrance  of 
Detroit  River,  with  Bois  Blanc  Island  Lighthouse  bearing  NJE 
Si  miles.  On  this  route  you  leave  the  middle  ground  to  star- 
board. The  bottom  olf  Point  Pelee  is  sand ;  and  along  the 
east  side  of  the  island  the  bottom  is  rocky,  btit  c|ui  be 
approached  in  4  fathoms  with  safety.  The  new  Lig'  thouse  on 
the  dummy  at  Point  au  Pelee  can  be  passed  pretty  close  to  in 
rounding  the  point. 


w 


LICIHTHOU8E8  AND  BARBORS  ON  LAKE  ERIE— ON  BOTH 

SHORES. 

Black  Rook  light,  fixed,  visible  10  miles,  near  the  head  of 
Niagara  River. 

Beacon  light,  fixed,  varied  by  flashes  (every  TSO"),  visible  14 
miles,  on  Horse  Shoe  Reef,  at  the  entrance  to  Niagara  River. 

To  enter  Niagara  River,  leave  Horse  Shoe  Reef  Lighthouse 
about  400  yards  to  starboard ;  then  steer  direct  for  the  Beacon 
light  at  Black  Rock,  until  abreast,  of  the  head  of  Black  Rock 
pier,  leaving  the  red  iron  can  buoys  Nos.  2  and  4  to  starboard, 
and  the  black  iron  can  buoy  No.  1  to  port. 

To  enter  the  river  by  the  Emerald  Channel,  leave  the  red 
wooden  can  buoys  Nos.  2  and  4  on  your  starboard  hand,  and 
the  blaok  wooden  can  buoy  to  port. 


1 
■1 


:i 


v\  > 


■H 


mmmsmm* 


TIlOMraON  S   COAST    PILOT. 


»7 


To  enter  the  Tonawnnda  Channel  to  the  e.^stwanl  of  tho 
Strawberry  Irtlantls,  leave  the  hhiok  spar  buoyH  \u8.  ii  and  5  to 
port. 

To  enter  the  Tonawanda  Channel  to  the  westward  of  the 
Strawberry  Ii^land,  leave  the  red  spar  buoyn  Noh.  6  and  8  to 
starboard,  and  the  black  spar  buoys  Noh.  7  and  9  to  port. 

Buffalo  lii^ht,  fixed,  visible  10  miles,  on  the  eud  of  south  pier 
at  Buffalo  Creek.  Fog  Bell,  struck  by  machinery  every  ten 
seconds. 


% 


\\ 


TO  ENTEK  BUFFALO  HARBOR. 

From  Point  Abiuo  steer  EbyNJN  11  miles,  direct  for  Buf- 
falo Lighthouse,  leaving  Horse  Shoe  Reef  and  Lighthouse  to 
port ;  run  to  the  eastward  200  yards  clear  of  Buffalo  Light- 
house, until  you  mnge  the  north  pier ;  then  haul  up  and  run  in 
to  the  creek  or  under  the  breakwater.  Depth  of  water  going 
in  14  feet: 

Silver  Creek  or  Cattaraugus  light,  fixed,  visible  9  miles,  on 
the  west  pier  at  Silver  Creek. 

Dunkirk  light,  fixed,  varied  by  flashes,  visible  16  miles,  at 
Dunkirk,  on  the  SE  shore  of  Lake  Erie,  west  of  the  harbor. 

Beacon  light,  fixed,  visible  9  miles,  on  the  pier,  west  sido  of 
the  entrance  to  Dunkirk  Harbor.    (Buoyed  out.) 

Portland  or  Barcelona,  17  miles  west  of  Dunkirk,  has  a  good 
pier.    Light  discontinued. 

Erie  or  Presqu'ile  light,  fixed,  visible  16  miles,  on  the  main 
land,  southeasterly  from  the  piers  at  the  entrance  to  the  harboi^. 

Beacon  light,  fixed,  visible  10  miles,  on  the  east  end  of  the 
north  pier.  On  the  north  side  of  the  east  entrance  to  Presqu  ile 
a  shoal  extends  out  from  and  around  the  east  end  of  the  north 
pier,  with  8,  9  and  12  feet  water  on  it. 

To  enter  the  harbor,  bound  up,  run  along  shore  until  well  up 
to  the  Lighthouse  on  the  mainland ;  and  as  you  approach  the 
south  pier,  you  make  a  red  can  buoy,  which  leave  to  starboard, 
and  haul  in  between  the  piers,  and  run  along  the  north  pier  in  a 
line  with  it,  until  past  the  end  of  it ;  then  keep  a  little  more  to 
the  northward,  until  you  range  the  two  beacons  on  the  norU^ 


d- 


Srf*" 


98 


THOMPSON  8   00 AST   PILOT. 


pier;  keep  on  this  range  till  the  two  beacons  on  the  peninsula, 
NW  ot  the  north  pier,  are  in  line,  then  haul  off  for  the  city 
docks.  There  was  only  S  fiuet  water  over  the  inner  bar  last 
year,  and  the  shoal  off  the  mouth  ot  the  harbor  has  made  con- 
siderably to  the  southward,  nearly  closing  up  the  channel. 

Coneaut  light,  fixed,  visible  8  miles,  on  the  east  pier  at  the 
entrance  to  the  river.  This  harbor  has  irom  7  to  8  feet  water 
over  the  bar, 

Ashtabula  light,  fixed,  varied  by  flashes  (interval  of  flash 
1'3U"),  visible  11  miles,  on  the  east  pier,  at  the  entrance  to  the 
river ;  8 J  leet  wate"  over  the  bar. 

Grand  .  viver  or  Fairport  light,  fixed,  visible  IG  miles,  at  Fair- 
port,  on  the  east  side  of  the  river,  or.  the  hill. 

Beacon  light,  fixed,  visible  0  mi' ,'8,  on  the  east  end  of  the 
pier.  There  is  a  middle  ground  at  the  entrance.  The  channel 
into  Grand  River  was  nearly  choked  up  last  season. 

Cleveland,  Ohio — change  of  pier  light — a  fixed  white  light, 
varied  by  red  flashes.     Interval  of  flash  15". 

Cleveland  light,  fixed,  visible  14  miles,  on  the  end  of  the 
east  pier. 

To  run  in,  range  the  east  pier,  and  keep  midwaj  between 
them  ;  12  to  14  feet  going  in. 

Black  River  light,  fixed,  visible  14  miles,  on  the  end  of  the 
west  pi^,  at  the  mouth  of  Black  River  ;  9  feet  water  and  vari- 
able. 

Vermillion  light,  fixed,  visible  9  miles,  on  the  west  pier,  at 
Vermillion  Harbor ;  9  feet  water  and  variable. 

Huron  light,  fixed,  visible  12  miles,  at  the  mouth  of  Huron 
Kiver,  on  the  west  pier;  10  to  12  feet  water. 

Cedar  Point  Beacon  ligh^  fixed,  visible  10  miles  on  Cedar 
Point,  east  side  of  the  entrance  to  Sandusky  Bay. 

Outer  Range  Beacon  light,  fixed,  visible  5  miles. 

Inner  Range  Beacon  light,  fixed,  red,  visible  5  miles. 


u" 


TO  BKTER  SANDUSKY  BAY,  DAY  OR  NIGHT. 

On  approaching  Cedar  Point  Lighthouse,  run  until  yoa  bring 
it  to  boar  SWbySi^S ;  keep  on  this  course  until  you  make  the 


^m 


m 


W 


THOMl'flON  8   COAST   PILOT. 


99 


outside  buoy,  and  leave  it  and  all  the  red  buoys  to  starboard 
(Nob.  2,  4,  6,  H,  10,  12  and  14);  No.  14  in  the  turninj,'  stake  or 
point  towards  Bull's  Island,  alter  passiii/;;  which  yuu  will  make 
the  black  buoys  Nos.  1,  3,  5  and  7,  leaving  them  all  to  port ; 
and  after  passing  No.  7,  steer  for  the  city,  about  SiE  '2  milei. 
You  will  have  nothing  less  than  11  feet  water  over  the  b.ir. 
^  To  enter  the  harbor  in  the  night,  bring  the  outer  range  light 
in  line  with  Cedar  Point  light,  and  run  on  this  range  until 
within  about  500  to  600  feet  ot  the  outer  range  light ;  thence 
ti'.rn  gradually  to  the  westward  until  you  get  the  Inner  (red) 
and  outer  lights  in  range ;  keep  them  in  range  for  li  miles ; 
thence  turn  gradually  toward  the  city.  The  depth  of  water  on 
the  inner  bar  is  from  lOJ^  to  14  feet,  s.and.  ^ 

Sandusky  or  Marble  Head  light,  fixed,  visible  12  miles,  on 
Marble  Heau,  north  side  of  Sandusky  Bay,  and  leading  mark 
for  the  south  channel ;  deep  water  close  to. 

Port  Clinton  light,  fixed,  visible  10  miles,  on  the  e^st  side  of 
Portage  River,  at  the  head  of  the  bay,  SK  from  South  Bass 
Islacd. 

Green  Island  or  Strontian  light,  fixed,  varied  by  flashes  (inter- 
vals of  flash  2'),  visible  12  miles,  on  the  west  end  of  Green 
Island,  1^  miles  from  the  west  side  of  Souih  Bass  Island. 

West  Sister  light,  fixed,  visible  14  miles,  on  the  SW  end  of 
West  Sister  Island,  and  a  leading  mark  for  Manmee  Rivei . 

Turtle  Island  light,  fixed,  visible  14  miles,  at  the  entrance  of 
Maumee  Uiver.  ,  ♦ 

TO  RUN  UP  MAUMEE   RIVER  TO  TOLEDO. 

Haul  round  Turtle  Island  Lighthouse  until  it  bears  due  east, 
in  13  feet  water,  i  of  a  mile  distant ;  thence  SEJS  H  miles,  to 
abreast  ot  North  Cape'  which  is  low  and  swampy,  with  scat- 
tered bushes  on  it,  in  11  feet  water ;  there  is  usually  a  stake  on 
this  point,  red ;  thence  SW^S  li  miles,  in  12ii^  to  13  feet  water ; 
thence  W^S  for  the  first  black  stake,  run  up,  leaving  all  the 
black  stakes  to  port  and  red  to  starboard ;  when  into  the  river, 
keep  the  port  side  well  aboard,  until  above  the  middle  ground 
which  lies  ofi  Manhattan  Docks,  and  some  little  distance  above 


R  ii 


100 


TIIOMI'SON  H   tX)ABT    PlUrf. 


it;  thon  haul  over  to  the  Toledo  pi<1o  and  run  up  to  the  dockn, 
or  come  to  in  the  river.  There  iH  a  middle  ground  oppoHito 
thenipper  docks  of  Toledo. 

There  are  now  three  ranges  for  the  channel  into  Mauraee 
Bay,  beNideH  the  usual  black  and  red  stakes.  Vessels  have  to 
pass  through  the  drawbridge  in  going  up  river. 

Vessels  not  drawing  over  9  to  10  feet  water  can  come  in  as 
follows  :  bring  Turtle  Island  light  to  bear  due  east,  and  run  in 
SiW  lor  2i  miles,  into  12^  teet  water.  This  course  runs  you 
over  the  North  Cape  Bank  in  11  feet  water,  leaving  the  first 
red  stake  to  port;  thence  west  ior  the  first  black  stake  or  buoys. 


T(»  RUN  THE  EAST  CHANNEL  INTO  MAUMEB  BAV. 

Bring  Turtle  Island  Lighthouse  to  bear  due  west,  and 
PresquMle  Point,  the  east  point  at  the  entrance  to  Maumee 
River,  to  bear  SWbyWJW,  in  18  feet  water,  and  run  over  the 
bar  on  this  course.  On  this  range  you  will  have  nothing  less 
than  9  and  10  feet  water ;  when  over  the  bar  you  have  12^  feet 
water. 

Monroe  light,  fixed,  visible  14  miles,  on  the  north  pier,  at  the 
entrance  to  the  River  Raisin.  To  run  in,  range  the  piers  and 
run  up  to  the  docks. 

Gibraltar  light,  fixed,  visible  14  miles,  on  west  side  of 
entrance  to  Detroit  River. 

Mamajuda  light,  fixed,  visible  8  miles  on  Mamajuda  Shoal,  in 
Detroit  River. 

Grassy  Island  light,  fixed,  visible  8  miles,  on  Grassy  Island, 
in  Detroit  River. 


w 


LIGHTHOUSES  ON  THE  CANAUA  SIDE   OF   LAKE  ERIE. 

Bois  Blanc  li^ht,  fixed,  visible  14  miles,  at  the  entrance  to 
Detroit  River,  on  Bois  Blanc  Island,  opposite  Amherst- 
burg;  is  the  leading  mark  for  the  east  channel.  A  lightship 
will  be  stationed  on  the  shoal  SRbySiS  from  Little's  Point, 
daring  the  season  of  navigation,  showing  a  red  light. 


■.M,^.. 


Thompson's  coast  piutt. 


101 


W 


Point  Polee  iHland  light,  fixed,  red,  vialbit  10  mlltt,  v| 
Point  Peico  iHJaud;  entrance  to  the  north  dhMnel  to  D«truii 
Kivor.  Good  shelter  trom  NK  to  HE  and  B  iods  io  MoCom* 
miok^H  Bay,  between  the  point  and  LighthouM,  in  di  talhomi 
water,  mud  bottom. 

Beacon  light,  fixod,  viHible  10  miles,  on  tbe  shoal  off  Poinf 
Pelee.  A  new  Lighthouse  has  been  built  on  the  dummy  oq 
Point  Pelee  ShonI,  and  shows  a  white  light,  and  il  an  oxcellcnl 
lead  for  the  north  channel. 

Rondeau  light,  doubtful,  at  the  entrance  to  Rondeau  Harbor. 
Good  holding  ground  under  the  point,  in  5  fathoms  water,  clay 
bottom.    Good  shelter  from  SW,  W  and  NW  winds. 

Port  Stanley  light,  fixed,  visible  9  mih'H,  on  i,he  west  pier  at 
Port  Stanley.  The  entrance  to  this  harbor  is  very  narrow ;  the 
piers  run  out  straight.  The  depth  of  water  varies  from  10  to 
12  feet. 

Port  Burwell  light,  fixed,  visible  9  miles,  on  the  hill,  to  tbe 
eastward  of  the  piers. 

Beacon  light,  fixed,  visible  5  miles,  on  the  west  pier,  red. 
Depth  of  water  from  10  to  12  feet.  To  run  in,  keep  the  west 
pier  well  aboard  until  inside,  then  take  the  middle,  or  oo.me  to 
the  dock. 

Long  Point  light,  fixed,  visible  14  miles,  on  Long  Point,  a 
leading  mark  for  the  lower  end  of  Lake  Erie.  Good  holding 
ground  under  the  point,  between  the  Lighthouse  and  Big  BlufT, 
in  4i  to  6  fathoms  water,  sandy  clay. 

Port  Dover  light,  fixed,  visible  10  miles,  at  the  entrance  to 
the  river,  on  the  west  pier ;  9  feet  water. 

Grand  River  light,  fixed,  visible  12  miles,  at  the  entrance  of 
Grand  River  and  head  waters  of  the  Welland  Canal;  the 
Lighthouse  is  on  the  west  pier.  This  is  one  of  the  best  harbors 
on  Lake  Erie.  In  running  in  keep  the  west  pier  well  aboard, 
and  follow  up  the  pier  work  until  into  the  river.  To  come  to 
anchor,  run  well  up  past  the  entrance  to  the  canal,  keeping  the 
port  side  well  aboard,  and  come  to  in  2i  to  3  fathoms  water, 
mud  bottom,  or  run  into  the  canal. 

Mohawk  Island  light,  revolving,  visible  16  n^iles,  on  Mohawk 
Island,  sometimes  called  Gull  Island,  is  a  good  leading  mark  ap 
14 


\ 


102 


moMPflONS  OUAflT   riLOT. 


or  down  the  lake.  A  good  harbor  can  Im  made  under  the  lee 
of  thif  island  from  KW  winds,  by  bringing  the  light  to  bear 
WMt.  VesMls  can  Ive  hare  in  the  heaviest  gules.  The  reef  sets 
off  from  the  island  SK  '2k  miles,  which  forms  the  lee.  The  bot- 
tom is  red  clay.  Come  to  in  8^  fathoms.  There  is  a  good 
•bannel  betweea  the  ialimd  and  mainland,  with  '2i  fathoms 
water.  To  run  throaghi  bound  down,  keep  midway  between 
Mohawk  Blufi  and  the  island,  until  you  drop  into  14  feet  water ; 
then  haul  up  to  the  northward  and  eastward,  and  lollow  the 
island  round  in  12  to  13  feet  water,  pretty  c'^^se  to ;  and  when 
past  the  island,  run  out  to  the  eastward,  gi?mg  Point  Selkirk 
a  berth  oi  ^  a  mile,  or  oome  to  under  the  island,  with  the  Light- 
house bearing  west. 

Port  Oolborne  or  Gravely  Bay  light,  fixed,  visible  12  miles, 
on  the  west  pier,  at  the  entrance  to  the  Welland  Canal.  This 
pier  has  a  range  light  some  distance  to  the  northward  of  the 
outer  light.  To  run  in,  range  the  lights  and  keep  the  west  pier 
best  aboard,  and  run  up  into  thd  basin  and  make  fast  on  either 
side. 

Sugar  Loaf  Hill  is  2  miles  west  of  the  entrance,  and  is  a  good 
leading  mark  for  this  harbor. 

Point  Abino  is  a  good  lee  from  SW  to  W  winds.  Vessels 
generally  do  not  run  quite  far  enough  into  the'  bay  to  lie  easy. 

BBOULATIONS    TO    BK    OBSERVED   AT   PORT     OOLBORNB   AND     PORT 
DALHOUBIE  BLEVATOBa 

We  are  indebted  to  George  C.  Finney.  Esn  ,  fnr  the  follow- 
ing copy  of  regulations  to  be  observed  by  vessel  masters  at 
Port  Colborne  and  Port  Dalhousie  Elevators  : 

1st.  Every  vessel  to  be  discharged  or  loaded  in  rotation, 
according  to  date  of  arrival  and  reports,  at  the  rate  of  two 
lighterages  to  one  through  cargo. 

2d.  No  report  will  be  taken  from  any  vessel  until  she  is  inside 
the  ferry,  and  afloat. 

3d.  Lighterage  rates  will  be  as  follows :  Taking  freight  from 
Chicago  to  Oswego  or  Kingston,  as  standard — when  8o  United 
States  currency  and  under,  2io  gold  per  bushel ;  over  8o,  2io ; 
lOo  and  under  12o,  So ;  12o  and  under  15o,  8ic ;  15c  and  under 
18c,  8io ;  18c  and  ovot,  4c.    Quantities  under  1,500  buehela,  4o. 


THOMFSOM^I   CX>A8T  riUlT.  108 

The  foregoing  rates  do  not  include  olevaiing  at  Port  Colbome. 
All  oharguii  mast  be  paid  before  delivery  ot  freight,  etc.,  at 
Port  Dalhoiinie.  Theiie  rogulation*  are  aigned  by  the  Oeoaral 
Manager  ot  the  Wclland  Railroad,  and  dated  July  Ut,  1868. 

LATITUDE  AND  I-ONOITrDK 
KamaofriaM.  UtttndaN.    IxMg.  WoTOrMOWtok 

Buffalo,  N.  Y 49  83  0«  78  /W  15 

Erif,  Pii 42  09  00  80  08  00 

Huron  River 41  94  00  82  40  00 

South  poht  Turtle  Ifllund 41  4A  2.1  88  80  00 

Windmill  Point  LiglilhouiH) 42  91  R7  88  05  00 

Point  Selitirk,  Ont 42  51  00  79  84  00 

Long  Point,  Ont 42  83  80  80  07  80 

Bouth  point  Ra88  Isltind 41  38  90  82  87  80 

Middle  Sister 41  51  30  88  97  00 


U 


COURSES  AND  DISTANCES  ON  LAKE  ONTARIO. 

KKOM  PORT  DAUroUHIK  TO  THE  DUCKH  LIonTOODHE 

EbyN^N  136  miles;  thence  NE>}N  22  miles,  to  Nine  Mile 
Point  Lighthouse ;  thence  4  mile!)  along  the  shore  of  Simooe 
Island,  to  abreast  of  Four  Mile  Point,  with  Snake  Island  red 
light  to  port.  The  channel  here  is  about  it  of  a  mile  wide ;  yoa 
will  have  from  3  to  4h  fathoms  water.  Keep  Four  Mile  Point 
well  aboard,  in  4i  fathoms ;  when  clear  of  the  point,  steer  for 
Kingston ;  haul  round  the  west  point  of  the  harbor,  and  oome 
to  off  the  old  wooden  Lighthouse  in  6  fathoms  water,  soft  bot- 
tom, or  run  alongside  the  docks. 

Garden  Island  is  directly  opposite  Kingston  Bay,  and  it  the 
principal  timber  port. 

FROM  PORT  DALHOUSIE  TO  OflWBOO. 

Run  out  of  the  harbor  2  miles  NNE ;  thenoe  EbyNfN  80 
miles ;  thence  E^N  northerly  106  miles,  to  Oswego. 

To  Run  into  Obwioo. — When  well  up  to  the  harbor,  haul 
round  the  end  of  the  west  pier  and  run  in.    When  the  wind  ia 
scant,  and  the  current  running  out  strong,  it  is  best  to  tow  iil|r 
as  the  bottom  is  rocky  and  an  anchor  will  not  hold.    Many ' 
sels  have  been  lost  by  attempting  it  in  heavj  weather. 


[f 


104 


THOMPSON  8  COAST  PILOrr. 


From  Oswego  to  KingHton  north  60  miles,  leaving  the  Real 
Duoka  Island  to  port,  Pigeon  Island  and  the  Charity  Shoals  to 
starboard,  also  Nine  Mile  Point  Lighthouse,  Simcoe  Island,  and 
run  for  Kingston  as  directed  before. 

From  Oswego  to  Long  Point,  Ont.,  NWJW  41  miles. 

From  Oswego  to  Galloo  Island  Ni^E  30  miles;  thence  to 
Tibbett's  Point  NbyEJE  19  miles. 

From  False  Ducks  to  Tibbett's  Point  NEbyEiE  24i  miles. 

From  Real  Ducks  to  Tibbett's  Point  NEifN  19  miles.  Good 
holding  ground  uuder  the  Real  Duuks  Island  in  5  to  7  fathoms, 
blue  clay. 

From  Gen»'8ee  River  to  False  Ducks  Island  NEJN  65  miles. 

From  Stoney  Island  to  Oswego,  SSW  .30  miles. 

From  Welland  Canal  to  Toronto  NJW  29^  miles. 

From  Welland  Canal  to  Credit  River  NNWiW  27  milea. 

From  Niagara  to  Toronto  N  WbyN  30  miles, 

FROM    PORT   DALHOUSm   TO   OEN^ESEK   RIVER  EIGHTY-SIX  AND  ONE- 
HALF  MILES,  AH  FOLLOAVS; 

NNE  3  miles;  EbyNfN  40  miles  ;  thence  EJS  southerly  17i 
mil  ';  thence EbySi^S  19  miles,  to  Braddock's  Point;  thence 
SEi£  7  miles,  to  the  piers. 

PORT  DALHOU8IK  HARBOR 

Is  the  entrance  to  the  Welhnd  Canal.  This  is  an  easy  harbor 
to  make.  In  beating  up  towards  the  harbor,  close  in,  keep  out 
of  range  of  the  ends  ot  the  piers,  as  the  water  shoals  quickly 
ic  tde  that  range.  The  piers  are  3,000  feet  long,  200  f ieet  apart, 
a  A  run  out  from  the  bend  southwest  of  the  lock  N&S.  There 
is  a  middle  ground  opposite  the  bend  in  the  west  pier.  Ves- 
Bels  can  pass  on  either  side  of  it.  The  railroad  station  is  on 
the  east  side  of  the  harbor,  12  miles  from  Niagara  River. 


U 


LI6HTH0PSES  OH  BOTH  8H0RBS  OF  LIKB  ONTARIO. 

Ogder.3bnrg  light,  fixed,  visible  12  miles,  at  the  mouth  of  the 
Oswegatchie,  in  the  St.  Lawrence  River. 

Gross-over  Island  light,  fixed,  visible  12  miles,  on  Cross-over 
Island,  St.  Lawrenoe  River. 


^rife": 


w 


thompson'8  coast  Pn.OT. 


105 


A  new  Lighthouse  is  to  be  erected  on  Sister  Island,  St.  Law- 
rence River. 

Sunken  Rock  light,  fixed,  visible  9  miles,  on  Bush  or  Sunken 
Rock  Island,  near  Alexander  Bay,  in  St.  Lawrence  River. 

Rock  Island  light,  fi.xed,  visible  9  miles,  on  Rock  or  John- 
eon's  Island,  in  St.  Lawrence  River. 

Tibbett'g  Point  light,  fixed,  visible  14  miles,  on  the  SE  side 
of  the  entrance  to  St.  Lawrence  River.  Galloo  Island  Light- 
house SSW  19  miles;  Charity  Shoal  Day  Beacon  SWbyW,  dis- 
tant 8  miles;  Pigeon  Island  WiS  10  mile«. 

Galloo  Island  light,  fixed,  visible  14  miles,  on  the  west  point 
of  Galloo  Island.     Shoal  to  the  NW  1  mile. 

Horse  Island  light,  fixed,  visible  11  miles,  on  the  west  end  of 
Horse  Island,  and  IJ  miles  west  of  Sackett's  Harbor. 

Stony  Point  light,  revolving  (interval  of  flash  2'),  visible  11 
miles,  on  Stony  Point,  and  the  leading  mark  for  Sackett's  Har- 
bor. 

Sackett's  Harbor  is  situated  on  the  SE  side  of  Black  River 
Bay,  and  WbyN  from  Point  Peninsula,  9  miles  distant.  The 
Lighthouse  stands  on  a  rock,  called  Horse  Island,  at  the  south- 
western point  of  Black  River  Bay,  1^  miles  west  ot  the  harbor. 
It  shows. a  fixed  bright  light.  To  enter  this  harbor  from  the 
lake,  run  past  Stony  Point  light,  and  follow  the  land  along, 
keeping  the  starboard  hand  best  aboard  to  clear  a  middle 
ground  which  lays  off  the  south  end  of  Stony  Island,  nearly 
mid-channel,  haul  up  for  Horse  Island  Lighthouse,  pass  it 
pretty  close  to,  and  run  round  the  point  and  into  the  Bay  of 
Sackett's.  There  is  a  good  channel  on  either  side  of  Greal  Gal- 
loo, Litttle  Galloo  and  Stony  Island. 

Salmon  River,  or  Port  Ontario,  20  miles  east  ot  Oswego. 

Salmon  River,  or  Port  Ontario,  is  twenty  miles  NEbyE  from 
Oswego,  and  north  of  Mexico  Bay ;  has  two  good  piers,  with 
plenty  of  water.  The  Lighthouse  is  on  the  North  Pier  end,  is 
52  feet  high,  and  shows  a  white  light.  The  land  both  north 
and  south  of  the  harbor  is  very  low,  and  cannot  be  seen  at  any 
great  distance. 

Oswego  light,  fixed,  visible  14  miles,  near  the  end  of  the 
west  pier,  at  the  entrance  to  Oswego  Harbor. 


106 


Thompson's  coast  piwt. 


I  \ 


Big  Sodns  Bay  V  ht,  revolving,  visible  13  miles,  on  Sodas 
Point,  at  the  wee   eule  of  Sodns  Harbor. 

Little  Sodus  Bay  is  16  miles  SVV  of  Oswego,  has  a  good  har- 
bor, but  only  6  feet  water  going  in.  The  piers  run  out  north 
and  south,  250  leet  apart  and  1,300  feet  long;  30  to  40  feet 
water  inside. 

Big  Sodus  Bay  is  32  miles  WSWiS  of  Oswego,  and  36  miles 
EiN  from  Genesee  River — the  most  capacious  harbor  on  the 
south  shore  of  Lake  Ontario.  It  is  entered  from  the  lake  by  a 
channel  470  feet  wide,  between  piers  which  extend  out  into  13 
feet  water.  The  main  light  is  on  the  hill  to  the  westward  of 
the  harbor,  and  the  beacon  light  on  the  west  pier  head;  depth 
of  water  going  in  9  to  12  feet,  inside  the  bay  20  to  40  feet. 

Genesee  River  light,  fixed,  visible  14  miles,  on  the  west  side 
of  the  entrance  to  Genesbe  River. 

Genesee  River  is  protected  by  piers  running  into  the  lake 
2,000  feet  NE  and  SW,  and  400  feet  apart.  To  run  in  between 
the  piers,  bring  the  pier  light  to  bear  SSE,  and  haul  up,  giving 
the  west  pier  end  a  berth  of  50  feet,  to  clear  some  sunken  cribs 
off  the  end  of  the  pier. 

Beacon  light,  fixed,  visible  6  miles,  on  the  end  of  the  west 
pier,  at  the  entrance  of  Genesee  River. 

Niagara  Fort  light,  fixed,  visible  14  miles,  on  the  Mess  House 
of  Fort  Niagara,  at  the  junction  of  the  Niagara  River  and  Lake 
Ontario. 

To  enter  this  river,  bring  the  light  to  bear  SEbyE,  and  run 
up  in  a  line  with  the  dock  under  the  fort  until  over  the  bar ; 
thence  up  river. 

Port  Dalhousie  (Ontario)  light,  revolving,  on  the  east  pier. 

Burlington  Canal  (Ontario)  light,  fixed,  visible  12  miles,  on 
the  middle  of  the  south  pier,  at  the  entrance  to  Burlington  Bay, 
Hamilton.    Beacon  light  on  the  end  of  south  pier. 

To  enter  the  bay,  open  the  Beacon  light  about  handspike 
wide  with  the  main  or  inner  light,  and  run  in  between  the 
piers;  thence  about  WSW  up  to  abreast  of  Hamilton  docks, 
4^  miles.  Depth  of  water  in  the  bay  from  2  to  5,  7,  9  and  12 
fathoms. 


^-^JiliBn-  -  " 


r 


mmm 


THOMPSONS  OOArr   PILOT. 


107 


Oakville  (Ontario)  light,  fixed,  v'iflible  10  miles,  on  the  cast 
pier,  at  the  entrance  to  the  harbor,  66  feet  high. 

Fort  Credit  (Ontario)  light,  fixed,  visible  10  miles,  on  the  ttiAt 
pier,  at  the  entrance  to  the  River  Credit.  This  port  resembles 
Oakville,  and  is  12  miles  SWby  W  from  Toronto,  and  10  miles 
from  Oakville. 

TORONTO   HARBOR,  ONTARIO. 

This  spacious  bay  is  one  of  the  best  harbors  on  Lake  Onta- 
rio. It  is  nearly  circular,  ."ind  formed  by  the  mainland  on  the 
north,  and  a  long  low  narrow  spit  of  land  on  the  east,  south 
and  southwest,  called  the  Peninsula  or  Island.  It  extends  in  a 
southwesterly  direction  from  the  highlands,  in  the  township  of 
Scarboro',  upon  which  trees  of  stunted  growth  are  thickly  scat- 
tered. Thus  is  inclosed  a  beautiful  basin,  about  2)^  miles  in 
diameter,  capable  of  containing  a  large  fleet  of  vessels. 

Gibraltar  Point  light,  fixed,  visible  14  miles,  on  Gibraltar 
Point,  at  the  SW  point  of  the  Peninsula. 

Two  range  lights  on  the  Queen's  Dock,  the  north  one  red 
and  the  south  one  white.  They  bear  NbyW  from  Gibraltar 
Point  Lighthouse. 

To  run  into  Toronto  Bay,  give  Gibraltar  Lighthouse  a  berth 
of  1  mile,  and  run  in  north  for  the  harbor  lights,  which  keep  in 
range  until  well  up  to  the  wharf;  then  follow  the  buoys  round, 
leaving  them  on  the  starboard  hand,  two  red  buoys  to  the  west- 
ward, and  two  white  buoys  to  the  eastward ;  thence  straight  up 
the  bay,  in  line  with  the  wharfs,  or  come  to  in  any  part  of  the 
bay,  in  18  to  22  feet  water.  The  depth  of  water  between  the 
piers  and  the  bnoys  is  11  to  12  feet,  and  is  being  deepened 
every  year.  A  saady  shoal  stretches  into  the  lake  a  quarter  of 
a  mile,  in  a  SW  direction  off  Gibraltar  Point,  and  continues 
along  the  west  side  of  the  island,  to  the  entrance  of  the  bay, 
due  north,  to  the  buoys,  at  an  average  distance  of  a  quarter  of 
a  mile  from  the  island,  with  5  to  6  feet  water  on  it,  and  at  th«i 
point  drops  ofi  suddenly  to  12  and  20  feet. 

Danger. — There  is  a  large  boulder  stone,  in  5-<feet  water, 
nearly  midway  between  the  Queen's  and  Garrison  wharfs,  and 
a  little  to  the  soath  of  them.    To  make  lee  under  the  island. 


oome  to  in  from  5  to  6  fathoms. 


ik 


108 


THOMPSON'S  OOAflT  PILOT. 


Note. — In  running  up  the  lake  for  Toronta  harbor,  keep  24 
miles  Irora  the  shore,  so  as  to  open  Gibraltar  li/^'ht  from  the  projec- 
tion of  the  island,  where  the  highest  trees  f»re.  A  channel  has 
formed  at  the  east  end  ot  the  bay,  with  5  ct  6  feet  water  in  it, 
by  the  force  of  the  sea  in  heavy  gules.  It  was  proposed  some 
few  years  ago  to  cut  a  channel  through  here,  but  was  given  up, 
supposing  it  would  spoil  the  western  entrance.  It  will  now  be 
proved  by  this  break  in  the  narrow  neck  of  the  Peninsula, 
whether  it  will  have  that  effect  at  the  western  entrance  or  not. 


THK   PORT  OF   LIVERPOOL   OR   PICKERING,    FORMERLY   CALLED 
FRENCHMAN  S    BAY. 

This  port  is  26  miles  NEJE  of  Toronto.  It  is  formed  by  a 
bay  running  into  the  land,  and  separated  from  the  lake  by  a 
sandy  and  gravely  beach,  through  which  is  a  cut  100  feet  wide. 

The  light  is  on  the  east  pier,  and  visible  5  miles. 

The  harbor  itself  is  well  sheltered,  being  completely  land- 
locked ;  but  from  the  foulness  of  the  bottom  (principally  from 
weeds)  an  anchor  will  not  hold  during  a  hard  blow. 

The  average  depth  of  water  inside  the  bay  is  9  fieet  6  inches ; 
at  the  outer  mouth,  between  the  piers,  11  feet  6  inches;  and  the 
inner  mouth  7  feet  6  inches. 

Through  the  cut  into  this  harbor,  a  current  runs  in  and  out 
with  great  regularity,  once  in  about  every  four  minutes. 

WHITBY  HARBOR. 

Six  miles  to  the  eastward  of  Liverpool,  and  34  miles  NEbyE 
of  Toronto,  one  of  the  best  and  most  secure  harbors  on  the 
north  shore.  It  stands  near  the  ceater  of  a  deep  bay,  between 
Raby  Head,  on  the  east,  and  Scarboro'  Heights  on  the  west, 
and  three  and  a  half  or  four  miles  north  of  a  line  drawn  between 
these  two  points.  The  harbor  is  formed  by  a,  strong  break- 
water of  crib  work,  stretching  across  the  head  of  the  bay,  by 
which  it  is  separated  from  the  lake,  and  forms  a  large  basin,  the 
entrance  to  which  is  at  its  eastern  extremity,  between  piers 
running  south  a  considerable  distance  into  the  lake,  250  feet 
apart,  with  13  to  14  feet  water  in  the  channel.  The  west  pier 
is  much  longer  than  the  east  pier. 

JL  strong  tide  or  current  sets  in  and  out  of  this  harbor,  which 

j^  times   is  so  strong   as    to    turn  a   vessel's  head    roun'\, 

when  Mitei  ing  with  a  light  wind.    To  enter  the  harbor,  run 


r 


THOMPSON'S  0OA8T   PILOT. 


109 


through  between  the  piers  and  haul  up  for  the  red  warehonso, 
and  round  to  with  your  head  to  the  SW,  in  14  feet  water. 

Danorr. — Midway  between  Whitby  and  Liverpool,  there  is  a 
shoal  in  shore,  one  mile  west  of  the  township  line. 

Whitby  light,  on  the  west  pier.  Good  harbor;  13  to  14  feet 
water  going  in. 

Port  Hope  light ;  on  the  east  pier ;  9  feet  water  going  in. 
Will  show  a  white  light  oast  and  west,  and  a  red  light  south. 

Scotch  Bonnet  light,  flash,  showing  red  and  white  at  inter- 
vals, lies  to  the  westward  of  Nicholson's  Island. 

Long  Point  light,  revolving,  visible  14  miles,  on  Long  Point, 
22  miles  from  the  False  Ducks'  Lighthouse. 

False  Ducks'  light,  fixed,  visible  12  miles,  on  False  Ducks' 
Island,  .35  miles  from  Kingston. 

OSHAWA. 

The  Port  of  Oshawa  is  6  miles  east  of  Whitby.  It  is  situ- 
ated in  the  bend  of  a  small  bay,  and  consists  of  a  well  oon^ 
structod  pier,  running  out  from  the  mainland  into  10  feet  water. 
At  the  LOUth  end  of  the  pier  is  a  storehouse,  paipted  red,  and 
under  the  angle  formed  by  the  roof  is  placed  a  large  lamp, 
which  serves  the  purpose  of  a  lighthouse. 

This  port  is  well  protected  from  any  wind  north  of  E  and  W, 
but  is  exposed  to  southerly  winds.  The  west  side  of  the  Bay 
of  Oshawa  is  formed  by  a  high  clay  bank,  almost  perpendicular 
towards  the  lake,  on  the  extreme  point  of  which  stand  three  or 
four  trees. 

Dangbk. — The  east,,  point  is  called  Oshawa  Island,  bearing 
south  by  east  from  the  p'er.  The  water  here  is  very  shoal,  and 
a  reef  of  large  boulders  extends  into  the  lake  SE,  for  400  yards, 
which  must  be  given  a  wide  berth.  From  the  point  of  land 
about  midway  between  Whitby  and  Oshawa  there  is  another 
reaf  of  large  boulders  running  out  ESE  into  the  lake. 

PORT  DARLINGTON 

Is  8  miles  to  the  eastward  of  Oshawa,  50  miles  ENE  of  Toronto, 
ar.  ;.  29  miles  WbyS  of  Cobourg. 

This  port  has  been  much  improved  by  extending  the  pieri 
iuto  12  feet  water,  and  dredging  the  land-looked  basin  within, 
15 


110 


TJI0MP80N  fi  (X»A8T   PIfXyr. 


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■     . 


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I     t: 


\ 


where  vessels  drawing  9  feet  or  less  may  lie  in  safety  in  any 
weather.  The  west  pier  extends  about  50  feet  farther  south 
than  the  east  pier,  which  brealcs  the  rolling  sea  from  the  SW. 
The  light  is  on  the  east  pier,  and  visible  but  a  short  distance. 

One  and  one-half  miles  ^"esi  of  Darlington,  is  Kaby  Head,  a 
high  clay  bluff  point,  destitute  of  trees  or  bushes. 

nOND  HEAD  OR  TORT  OF  NEWCASTLE. 

Between  4  and  5  miles,  EbyN  of  Darlington,  is  the  Port  of 
I^ond  Head.  It  consists  of  a  pier  run  out  itito  10  feet  water  ^ 
but,  from  its  exposed  situation,  can  only  be  approached  in  fine 
weather,  or  when  the  wind  is  of¥  shore. 

Danobr. — Four  miles  east  of  this  port,  there  is  a  large  boul- 
der, some  distance  in  the  lake,  called  the  Peach  Stone,  and  four 
miles  east  of  this  again,  there  is  a  reef  of  boulders,  extending 
300  yards  into  the  lake,  in  a  sou'.,herly  direction  off  the  head- 
land. Gonrse  to  clear  these  reefs,  bound  to  Oobourg,  E^N,  20 
miles,  giving  the  shore  a  berth  of  1  mile ;  thence  NEbyE^E  for 
Port  Hope,  and  ENEJE  for  Cobourg. 

PORT  norK 
Is  23  miles  EA^N  of  Darlington,  which  is  formed  by  running  two 
rows  of  piers  into  13  feet  water,  having  a  basin  at  their  inner 
or  northern  extremity.  During  a  SE  or  SW  gale,  this  port 
cannot  be  made  by  large>  vessels,  drawing  over  9  feet  water^ 
with  safety,  owing  to  the  tremendous  swell  rolling  in  from  the 
lake ;  besides  whicli,  the  piers  being  only  125  feet  apart  at  the 
mouth,  and  the  basin  very  small,  there  is  no  room  to  check  the 
speed  of  a  vessel,  or  to  snub  her  without  danger  to  herself  or 
others.  During  a  southerly  gale,  also,  the  swell  in  the  basin  i» 
so  great  as  to  cause  vessels  to  lay  uneasy.  From  any  wind  1^ 
of  E  or  W,  this  is  a  perfieotly  safe  and  snug  harbor. 

COBOURO. 

The  Harbor  of  Cobourg  is  situated  seven  miles  east  oi  Port 
Hope,  and  is  formed  of  pier  work.  A  shifting  bar  of  sand  i» 
thrown  up  during  a  SW  gale,  which  renders  the  entrance  to.  it 
■tUl  more  dangerous  than  Port  Hope  for  vessels  of  deep 
draught.    The  iarbor  is  more  oapacioas,  and  when  onoe  entered 


THOMPSON  8   0OA8T    PILOT. 


'^99' 


more  secure  than  that  of  Port  Hope,  hhving  a  necond  or  inner 
baain  with  plenty  of  water,  where  no  sea  can  injure  or  disturb 
the  Teasels  lying  there.  The  mouth  of  the  harbor  w  180  feet 
wide,  with  water  varying  from  10  to  18  feet.  The  Lighthouse 
is  on  the  east  pier,  20  feet  high,  and  visible  8  miles. 

Danqer. — In  entering  this  port,  at  night,  care  must  be  taken 
not  to  run  too  close  to  the  south  end  of  the  west  pier,  where 
broken  crib  work  and  numerous  piles  project  n(;arly  100  fec-t 
farther  into  the  lake  than  the  end  of  the  east  pier. 

Shoal. — Midway  between  Port  Hope  and  Cobourg  there  is  « 
dangerous  shoal,  called  QuU  Island,  which  is  about  two  miles 
long,  and  one  mile  from  the  shore.  It  is  sometimes  bare,  and 
has  a  Lighthouse  erected  upon  it,,  45  feet  high,  showing  a  bright, 
fixed  white  light,  and  visible  10  to  12  miles.  In  passing  this 
shoal  give  it  a  berth  of  two  miles. 

GRAFrON. 

This  village  is  about  8  miles  east  of  Cobourg,  has  a  pier  run 
out  into  10  feet  water. 

CULBOKNE. 

Is  a  village  8  or  9  miles  below  Grafton ;  has  a  pier  for  the 
accommodation  of  trading  craft.  Both  these  ports  are  exposed 
to  the  heavy  seas  of  the  lake,  and  afford  no  shelter  to  vessels, 
except  when  the  wind  is  off  shore. 

Damqbr. — One  mile  west  of  Colborne  there  is  a  projecting 
point,  off  which  is  a  reef  of  boulders.  In  approaching  Colborne 
give  the  point  a  good  berth. 

PRKSQU'ILE  HABBOR. 

The  West  Bluff  of  Fresqulle  is  24  miles  E^N  of  Cobonrg, 
well  wooded,  and  has  90  feet  water  close  in  shore.  Five  miles 
NEbyE  of  this  point  brings  you  abreast  of  the  Lighthouse, 
which  is  67  feet  high,  and  shows  a  bright  white  light,  visible  12 
to  15  miles.  Give  the  Lighthouse  point  a  berth  of  half  a  mile, 
to  clear  a  shoal  that  sets  off  from  it,  in  a  southerly  direction, 
haul  up  KbyE  for  the  lone  pine  tree,  until  the  inner  range 
lights  are  in  line ;  then  haul  up  S  W,  keeping  within  fifty  yards 
north  of  the  beach  of  the  first  range  light  station,  m  than  is 


112 


THOMPSON'S   00A8T  PILOT. 


18  to  22  feet  water  close  to  it.  When  past  this  point  come  to, 
between  the  two  range  points,  in  18  feet  water. 

Danobr. — Between  the  main  Lighthouse,  on  the  SE  point, 
and  the  range  light  on  the  NE  point,  extending  in  a  north- 
easterly direction,  is  a  shoal  j^  of  a  mile  long,  and  forms  a  tri< 
angular  point,  called  the  Middle  Ground,  with  4  to  6  teet  water 
on  it,  which  you  have  to  haul  round  in  going  into  the  harbor. 

To  the  north  of  the  Lighthouse  built  on  the  NE  point,  run- 
ning out  from  the  mainland,  there  is  a  low  marshy  spit,  desti- 
tute of  tihaber,  and  easily  recognized  by  a  large  dead  elm  tree, 
bearing  north  of  the  Lighthouse.  This  point  is  called  Elm  Tree 
Point.  The  channel  here  is  about  half  a  mile  wide.  WN  W  of 
the  secord  range  light,  there  is  another  small  shoal,  called  Four 
Acre  shoal,  nearly  half  a  mile  from  the  shore,  with  plenty  of 
water  all  around  it.  Two  miles  ESE  of  the  main  Lighthou.se 
there  is  a  dangerous  rocky  shoal  in  the  lake,  with  8  to  5  feet 
water  on  it.  It  is  to  the  eastward  of  the  course  from  the  Light- 
house to  Scotch  Bonnet.  SE  from  this  shoal  is  another  small 
shoal,  with  5  feet  water  on  it.  These  shoals  obstruct  the 
entrance  to  Weller's  Bay. 

Weller's  Bay  is  capable  of  being  made  into  a  good  harbor. 

SOUTH  BAY  POUT. 

Good  anchorage  and  shelter  can  be  found  inside  South  Bay 
Point ;  to  make  it,  keep  the  Outer  Duck  Island  to  the  eastward 
and  the  Inner  Duck  to  the  northward,  and  come  to  ofi  the 
N£  point,  or  make  fast  to  the  dock.  In  leaving  this  anchor- 
age, bound  for  Kingston,  if  the  wind  is  favorable,  a  passage  can 
be  made  by  passing  through  the  Upper  Gap,  between  Indian 
Point  on  the  west  and  Amherst  Island  on  the  east.  Steer  Nby 
E,  till  between  Amherst  Island  and  the  mainland.  Thence  EN 
£,  till  north  of  the  Brother's  Islands.    Thence  east  to  Kingston. 

Good  anchorage  can  be  found  on  thiS'lSfE  side  of  the  Ileal 
Duck  Island. 

Nine-Mile  Point  light,  fixed,  visible  13  miles,  on  Nine-Mile 
Point,  Sim'ooe  Island,  at  the  entrance  to  River  St.  Lawrence. 

Snake  Island  light,  fixed,  red,  visible  7  miles  on  Snake  Island, 
abreast  of  Four-Mile  Point,  and  4^  miles  from  Kingston, 
Ontario. 


Thompson's  coast  pilot. 


113 


KIX08TON. 

Kingston  Harbor  is  one  of  the  best  harbors  on  Lake  Ontario. 
There  are  three  channels  by  which  it  may  be  made  from  the 
lake :  The  Bateau  Channel,  between  Wolf  and  Long  Island 
and  Simcoe  Island,  leaving  Hare  Island  also  to  starboard, 
as  you  enter.  This  channel  has  from  12  to  18  feet  water  in  it. 
The  south  channel,  between  Simcoe  Island  and  Snake  Island. 
This  is  a  good  deep  channel;  run  th'  >ugh,  giving  Simcoe  Island 
a  berth  of  i  to  j^  of  a  mile,  and  when  abreast  of  Four  Mile 
Point  haul  off  for  Kingston.  The  North  or  Old  Ship  Channel 
is  the  best  channel  of  the  three,  and  has  4  to  10  fathoms  water. 
To  run  this  channel  haul  jfi  towards  Amherst  Island,  and  when 
Cedar  Island  (which  is  close  under  Fort  Henry)  is  open  with 
Snake  Island,  steer  for  Fort  Henry,  and  run  up  to  the  harbor ; 
you  leave  Snake  Island  to  starboard  and  Salmon  Island  to  port. 

Narrows  light,  at  the  head  of  the  Narrows,  above  Brookville. 

i 


COURSES  AND  DISTANCES  ON  LAKE  ONTARIO. 

(Aecordlng  to  the  Chart  of  Captain  Ford,  U.  S.  Niivy.) 

From  Sackett's  Harbor  to  mid-channel  between  Stony  Point 
and  Stony  Island  SWby  W  12  miles. 

From  Stony  Point  to  False  Ducks  WNW  25  miles. 

From  Fort  Tomkins  to  Real  Ducks  W^N  22  miles. 

From  N£  end  of  Stony  Island  to  the  West  end  of  Grenadier 
Island  NNW  11  miles. 

From  Stony  Point  to  Long  Point  WiN  45  miles. 

From  Stony  Point  to  Burlington  Bay  and  Hamilton  180 
miles. 

From  Stony  Point  to  the  Devil's  Nose  WSWiW  95  miles. 

From  Stony  Island  to  Fort  Niagara  WbySiS  145  miles. 

From  Snake  Island  to  Navy  Point  NEbyE  6  miles. 

From  Snake  Island  to  Four-Mile  Point  £  li  miles. 

From  Three  Sisters  to  Snake  Island,  ESE  4^  miles. 

From  the  N£  end  of  Stony  Island  to  middle  of  Charity 
Shoal  NNW  14  miles. 


114 


THOMPBO»*t  0OA8T   PILOT. 


From  Ofiwogo  to  Ileal  Diickn  N  85  mileH. 

From  Oswefjo  to  Long  Poiut  NWJVV  40  miles. 

From  Oswego  to  Bay  Quinto  NbyVV  47  miles. 

From  Nine-Mile  Point  east  ot  Oswego  to  Stony  Point  NbyE 
iE  21  miles ;  and  from  Nine-Mile  Point  west  of  Oswego  to 
Stony  Point  NK^N  85^  miles. 

From  Oswego  to  Thirty-Mile  Point  W  100  miles. 

From  Oswego  to  Big  Sodus  WSW  9 miles;  thence  SWbyW 
iW  17  utiles. 

From  Oswego  to  Toronto  WJN  185  miles. 

From  mid  -  oiinnnel  between  Point  Peninsula  and  Stony 
Island  to  Fifth-Town  Point,  Upper  Gap,  Bay  Quinte,  WNW 
26  miles. 

From  the  anchorage  at  the  Real  Ducks  to  Nine-Mile  Point, 
off  Simcoe  Island,  NbyE  18  miles. 

From  Ileal  Duoks  to  Upper  Gap  of  the  Bay  Quinte  NNW  ^  \ 
iW  14  miles. 

From  anchorage  at  the  Real  Ducks  to  south  side  of  False 
Ducks  W  8^  miles. 

From  False  Ducks  to  Upper  Gap  N  9  miles. 

From  mid-ohannel  between  the  Real  and  False  Ducks  to 
Ship  Island,  between  Snake  Island  and  Salmon  Island,  NEbyN 
22  miles. 

From  Long  Point  to  the  channel  between  the  Scotch  Bonnet 
and  Nicholson's  Island  WNW  17  miles. 

From  Long  Point  to  Toronto  WbyS  100  miles. 

From  Toronto  to  Burlington  Bay  SW  82  miles. 

From  Toronto  to  Fort  Niagara  SEbyS  28^  miles. 

From  Burlington  Bay  to  Niagara  River  EbyS  32  miles. 

From  False  Ducks  to  Long  Point  WSW  25  miles. 

From  Genesee  River  to  Presqu'ile  N  55  miles. 

From  Genesee  River  to  mid-ohannel  between  Real  and  False 
Ducks  SW  73  miles. 

From  Big  Sodus  to  entrance  of  the  channel  between  the  Real 
and  False  Duoks  NNE  50  miles. 

From  Devil's  Nose  to  Toronto  WbyN}N  60  miles. 

From  Niagara  River  to  Presqu'ile  NEbyE  75  miles. 

From  Genesee  River  to  Port  Hope  NWbyN  58  miles. 


THOMPHON8   rOABT    PlT,nT. 


115 


E 

to 


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It, 


se 


Frorr  Thirty  Mile  Point  to  Fort  Niai^arn  WSW  'jr.  milen. 

From  Tibht'tt'H  Point  to  Jonliin  Pt»iiit  WI»yX4N  ;'»  milua. 

From  'ril)l)ell'H  Point  to  Pigi-on  Ih\mu\  WJS  S  milt-H. 

From  Gravely  Point  to  Til>Wtt'«  Point  SWIS  ."?  milen. 

From  Grenmliur  Inland  to  anchornge  od  thu  Uoal  Ducks  NE 
by  E  11  miles. 

From  Upper  Gap  of  Kay  Qiiinto  to  the  Throe  Sister  Islands, 
at  the  lower  end  of  Amherst  Island,  KNE  9  milts. 

From  Diiffin's  Bay  to  Niagaru  SbyW  40  miles. 

From  Big  Sodus  to  Presqiiile  NWhyN  60  miles. 

From  Big  Sodus  to  Long  Point  NbyW  3H  miles. 

From  Nine-Mile  Point,  west  of  Oswego,  to  Braddock's 
Point  Wis  62  miles. 

OAKVILI.B. 

The  Port  of  Oakville  is  22  miles  WiS  from  Toronto,  and  14 
miles  NEbyN  from  Burlington  Canal.  The  piers  are  100  fieet 
apart,  and  run  out  nearly  north  and  south  into  the  lake. 

Danoek. — Between  the  port  and  Port  Credit  there  is  a  shoal, 
and  numerous  largo  boulders,  extending  a  considerable  distance 
out  from  the  shore,  which  should  not  be  approached  nearer 
than  a  mile. 

WELMNGTON  SQUARE  AND  NELSON. 

These  small  ports  are  situated  between  Oakville  and  the  Bur- 
lington Canal.  Their  docks  run  out  into  10  feet^water.  No 
protection  from  east  and  south  or  south-east  winds. 

OAK  ORCHARD  CREEK 

Is  35  miles  west  of  Genesee  Kiver,  and  52  miles  E  of  Niagara. 
The  entrance  to  this  creek  is  between  two  piers,  running  north 
and  south,  into  6  feet  6  inches  water,  and  100  feet  apart.  The 
west  pier  is  844  feet  long,  and  the  east  pier  is  734  feet ;  the 
basin  or  pond  inside  has  plenty  of  water,  and  is  well  secured 
from  all  winds. 


TiRIATION  OF  THE  COMPASS  ON  LAKE  ONTARIO. 

There  is  little  or  no  variation  of  the  compass  at  the  west  end 
of  Lake  Ontario.  The  variation  at  the  east  end  is  from  1^  to 
2°  west,  and  at  Kingston  G**  west. 


11« 


Tiioiii'mjN  8  ()i)AH-r  pii/rr. 


The  «et  of  curnMit  in  hardly  porceivablo  until  you  paM  Lonjf 
Point  and  tUo  islands.  Altur  that  iLu  uurroul  incruHMfH  pvrci'p- 
tibly. 


TABLE  OF  DISTINCES  FOR  THE  UPPER  LAKES,  FROM 
PORT  TO  PORT,  1%  MILES. 


WBirr  SIDE  Of  LAKR  MICillOAN. 


Chlcogo  to  Grosse  Point 12 

Chicugo  to  Waukegun 85 

Chicago  to  Kunoslin 51 

Cliicago  to  Racln? 57 

Chicago  to  Milwaukee 85 

Milwaukee  lo  Port  Wnshingtun.  .25 
Port  Washington  to  Siiehoygan .  .25 

Hhehoygan  to  Manitowoc 80 

Manitowoc  to  Twin  Rivers 7 

Twin  Rivers  to  Kewaunee 22 

Kewaunee  to  Anheppe 11 

Anheppe  to  BaleyV  Hitrbor 86 

Baley's  Harbor  to  Death's  Door.  .20 


Mile*. 

Death's  Door  to  Chamber's  Igr(l.21 

Ciiamber's  Island  to  Long  Tail 
Point 54 

Death's  Doorto  Washington  Har- 
bor  18 

Washington  Harbor  to  Louse  or 
Rock  Inland 7 

Louse  Island  to  head  of  Beaver 
Mnnd 07 

Head  of  Beaver  Island  to  Point 
Waugoshance 30 

Point  Waugoshance  to  Macki- 
naw   23i 


U 


KA8T  BIDK  OF  LAKE  MICHIGAN  AND  WEST  BIDE  OF   LAKE  HURON. 


Milei. 

Chicago  to  Michigan  City 38 

Michigan  City  to  New  Butlalo  .  .12 

New  Buffalo  to  St.  Joseph 26 

St.  Joseph  to  Kalamazoo 40 

Kalamazoo  to  Grand  River 28 

Grand  River  to  Little  Point  au 

Sauble 44 

Little  Point  au    Sauble  to  Big 

Point  au  Sauble 28 

Big  Point  au   Sauble  to   Point 

Betsey 48 

Point  Betsey  to  Sleeping  Bear.  .18 
Big  Point  au  Sauble  to  Manistee.  16 
Sleeping  Bear  to  Cat  Head  Point. 29 
Cat  HcMkCSoint  to  Traverse  Bay 

Ughthousr 4i 


Miler 
Grand  Traverse  light  to  Skillego- 

lee 87i 

Skillegolee    to     Point    Waugo- 
shance   8i 

Pi.  Waugoshance  to  Old  Macki- 
naw   17i 

Old    Mackinaw    to    Sheboygan 

light 10 

Old  Mackinaw  to  Ft.  Mackinaw.  19 
Sheboygan  light  to  PresqtCile. .  .68 
Presqu'ile  to  Thunder  Bay  Island 

Lighthouse 80 

Thunder  Bay  light  to  Point  aux 

Barques 77^ 

Point  aux  Barques  to  St.  Clair 
River 71 


THOHnON  t   OOAIT   PILOT. 


117 


M 


*  LARKBC 

8«ult    8te.     Marie    to    Uotiiul         j 

IhUikI 8   ! 

Uoiind  Inland  to  I'oini  Iroquuin,    ft^ 
Point   Ir(N|ii(iiit  to  Wliiie  FUb 

Point 2.5 

Whitt*  FiMh  Point  to  Msrquftte.llA 
White  FiHb  Point  to  Grand  In- 
land    84 

Orand  Island  to  Marquette t)5   i 

Murquetle  to  Portage  Entry. ...  65 
Portage  Entry  to  Munitou  Is-        { 

land 46   j 

Manitou  Island  to  Copper  Ilnr-         < 
bor 14   I 

LAKR 

Ml  If*. 

Detroit  to  Maiden 19i 

Maiden  to  Cleveland 86 

Cleveland  to  Buffalo 174 

Cleveland  to  Fairport 80 

Fairport  to  Asbtubula 26 


riCKIOR. 

CopjMT  llarlxirio  At;nlf  llarb..  8| 
A<>i(f  lliirlMir  to  Kittil*^'  iUrlxir.  (1^ 
EikIi-  ll)«rlN)r  to  Eitgle  Itivfr. . .    7 

EagU-  Itiver  to  Ontonagon M 

Ontonagon  to  LaPoliit 05 

LaPoint  to  Superior  City 75 

Superior  City  to  Ui>ck  Harbor, 

Isle  Itoyale 180 

Ro<k    Harbor    to  White  Flab 

Point 188 

While  Fisb  Point  to  Manitou 

Island 124 

Detour  Lighthouse  to  Sault  8te. 

Marie 48 

BRIE. 

MIlM. 

Athtalmla  to  Conneaut IS 

Conneaut  to  Erie 97 

Erie  to  Dunkirit 45 

Dunkirk  to  Buffalo 40 

Buffalo  to  Chippewa 20 


OAITADA  BIDE  OK  LAKE  ERIC 

llll«i. 


Point  au  Peleo  to  Rondeau 44 

Rondeau  to  Port  Stanley 48 

Port  Stanley  to  Port  Burwell. . .  .20 
Port  Burwell  to  Long  Point 40 

LAKE   HURON. 

UllM, 


MIIM 

Long  Point  to  Grand  River 82^ 

Grand  River  to  Port  Colbome.  .21 
Port  Uolborne  to  Buffalo 22 


Mackinaw  to  Detour 86 

Detour  to  St.  Clair  River 226 

Mackinaw  to  St.  Clair  River. . .  .241 
Mackinaw  to  ColUngwood,  Ont.230 


Cove  Island  to  St.  Clair  River  .  .162 

Ooderich  to  St.  Clair  River 60 

Fort  Gratiot  light  to  Detroit. ...  71 


DISTANCES  BT  THE  CRAND  TRVNK  RAILWAT. 

Montreal  to  Quebec 168  mllM 

Montreal  to  Kingston 173  milM 

Montreal  to  Toronto 682  milM 

Montreal  to  Stratfonl 490  miks 

Montreal  to  Sarata 504 


▲  aea  mile,  according  to  Bowditch,  ia  6,180  feet 
A  geographical  or  nautical  mile  is  6,189.74  feet. 
A  atAtate  mile  is  5;980  ftet 

16 


A  5. 


^ 


APPENDIX 


fO 


THOMPSON'S  COAST  PILOT. 


1869. 


NEW  LAW  OF  MARINE   LIGHTS  AND  SIGNALS   ON  THE 

LAKES. 

KUIBS  AND   BEaULATIOirS   FOR  THE  GUVEKXICBNT  OF   PILOTS  AND 
MASTERS   ON   THE   LAKES. 

Buffalo,  June  34th,  1864. 
BdiU/n  Commereial  Advertmr  : 

OBirra— I  hand  you  herewith  fur  publication  an  official  copy  of  "  An 

Act  fixing  certain  rules  and  regulations  for  preventing  collisions  on  the 

water,"  which  has  become  a  law  of  the  United  States,  to  take  effect  on  and 

after  September  1st,  and  which  applies  to  the  Lakes  and  tributaries.    It  is 

taken  from  the  English  and  Fjench  laws,  and  is  the  same  as  that  about 

being  adopted  by  the  Panadas  and  other  colonies.    It  would  be  well  for  our 

Shipmasters  to  make  themselves  familiar  with  the  same,  i;nd  be  prepared 

for  the  change. 

D.  P.  DOBBINS, 

Chairman  Ex.  Com.  Board  Lake  Undeneriteri. 

AN  ACT  FIXING  CERTAIN  BULBS  AND  REOCLATIONS  FOR  PREVENTING 
COLLISIONS  ON  THE  WATER. 

Be  U  miaeted  by  the  Senate  and  Hovte  of  Bepreeentativee  of  the  United  SlaU$ 
qf  America,  in  Congren  attembkd,  That  from  and  after  September  1, 1864, 
the  following  rules  and  regulation*:  for  preventing  collisions  on  the  water 
be  adopted  in  the  navy  and  the  mercantile  marine  of  the  United  States : 
Proeided,  That  the  exhibition  of  any  light  on  board  of  a  vessel  ot  war  of 
the  United  States  may  be  suspended,  whenever,  in  the  opinion  of  the  Sec- 
retuy  of  the  Navy,  the  Ck>mmander-in-Chief  of  a  squadron,  or  the  Com- 
mander of  a  vessel  acting  singly,  the  special  character  of  the  service  may 
require  It. 


;s-.. 


THOMPSON  8   COAST   VIUTT. 


110 


E 


Article  1.  In  the  followini;  rule*  every  gteamship  which  is  under  sail, 
and  not  under  steam,  is  to  be  considered  a  sailing  ship;  and  every  steiini- 
ship  which  is  under  steam,  whether  under  sail  or  noi,  is  to  be  considered  m 
ship  under  steam. 

Article  2.  The  lights  mentioned  in  the  following  articles,  and  no 
others,  shall  lie  carried  in  all  weathers  between  sunset  and  sunrise. 

Article  8.   All  steam  vessels,  when  under  way,  shall  carry— 

(a)  At  the  fororr.ast  head,  a  bright  white  light,  so  fixed  as  to  show  an 
uniform  and  unbroken  light  over  an  arc  ot  the  horizon  ot  twenty  points  of 
the  compass,  so  fixed  as  to  throw  the  light  ten  points  on  each  side  of  the 
ship,  viz :  From  right  ahead  to  two  points  abaft  the  beam  on  either  sirle, 
and  of  such  a  character  af  to  be  visible  on  a  dark  night,  with  a  clear  atmos- 
phere, At  a  distance  of  at  least  five  miles. 

(6)  On  the  starboard  side,  a  green  light,  so  constructed  as  to  throw  an 
uniform  and  unbroken  light  over  an  arc  of  the  horizon  of  ten  points  of  the 
compass,  so  fixed  as  to  throw  the  light  from  right  ahead  to  two  points  abaft 
the  beam  on  the  starboard  side,  and  of  such  a  character  as  to  be  visible  on 
a  dark  night,  with  a  clear  atmosphere,  at  a  distance  of  at  least  two  miles. 

(e)  On  the  port  side  a  red  light,  so  constructed  as  to  show  an  unilorm 
unbroken  light  over  an  arc  of  the  horizon  of  ten  points  of  the  compass,  so 
fixed  as  to  throw  i  3  light  fhtm  right  aiiead  to  two  points  abaft  the  beam 
on  the  port  side,  and  of  such  a  character  as  to  be  visible  on  a  dark  night, 
with  a  clear  atmosphere,  at  a  distance  of  at  least  two  miles. 

{d)  The  said  green  and  red  side  lights  shall  be  fitted  with  inboard 
screens,  projecting  at  least  three  feet  forward  from  the  light,  so  as  to  pre- 
vent these  lights  from  being  seen  across  the  bow. 

Article  4  Steamships,  when  towing  other  ships,  shall  carry  two 
bright  white  masthead  lights  vertically,  in  addition  to  their  side  lights,  so 
as  to  distinguish  them  from  other  steamships.  Each  of  these  masthead 
lights  shall  be  of  the  same  construction  and  character  as  the  masthead 
lights  which  other  steamships  are  required  to  carry. 

Article  5.  Sailing  ships  under  way  or  being  towed,  shall  carry  the 
same  lights  as  steamsliips  under  way,  with  the  exception  of  the  white 
masthead  lights,  witich  they  shall  never  carry. 

Article  6.  Whenever,  as  in  the  case  of  small  vessels  during  bad 
weather,  the  green  and  red  lights  cannot  be  fixed,  these  lights  shall  be  kept 
on  deck,  on  their  respective  sides  of  the  vessel,  ready  for  instant  exhibition, 
and  shall,  on  the  approach  of  or  to  other  vessels,  be  exhibited  on  tueir 
respective  sides  in  sufllcient  time  to  prevent  collision,  in  such  manner  m  to 
make  them  most  visible,  and  so  that  the  green  light  shall  not  be  seen  on 
the  port  side,  nor  the  red  light  on  the  starboard  side. 

To  make  the  use  of  these  portable  lighu  more  certain  and  tuy,  thajr 
shall  each  be  painted  outside  with  the  color  of  the  light  they  rMpectivalf 
contain,  and  be  provided  with  suitable  screens. 


mmm 


120 


THOMPSON  8  00A8T  riLOT. 


Article  7.  8h!p^,  whether  steamships  or  sailing  ships,  when  at 
anchor  in  roadsteads  or  fHlrways,  shall,  between  sunset  and  sunrise,  exhibit 
where  it  can  best  be  seen,  but  at  a  height  not  exceeding  twenty  feet  above 
the  hull,  a  white  light  in  a  globular  lantern  of  eight  inches  in  diameter, 
f-d  so  constructed  as  to  show  a  clear,  uniform  and  unbrolien  light,  visible 
all  around  the  horizon,  at  a  distance  of  at  least  one  mile. 

Article  8.  Sailing  pilot  vessels  shall  not  curry  the  lights  required  for 
other  sailing  vessels,  but  shall  carry  a  white  liglit  at  the  masthead,  visible 
all  around  the  horizon,  and  shall  also  exhibit  a  flare-up  light  every  filteen 
minutes. 

Article  9.  Open  fishing  boats  and  other  open  boats  shall  not  be 
required  to  carry  side  lights  required  for  other  vessels,  but  shall,  if  they  do 
not  carry  such  lights,  carry  a  lantern  having  a  green  slide  on  the  one  &ide 
and  a  red  slide  on  the  other  side,  and  on  the  approach  of  or  to  other  ves- 
sels, such  lantern  shall  be  exhibited  in  sufflcient  time  to  prevent  collision, 
BO  that  the  green  light  shall  not  be  seen  on  the  port  side,  nor  the  red  light 
on  the  starboard  side.  Fishing  vessels  and  open  boats  when  at  anchor,  or 
attached  to  their  nets  and  stationary,  shall  exhibit  a  bright  white  light 
Fishing  Tesaels  and  open  boats  shall,  however,  not  be  prevented  from  using 
a  flare-up  in  addition,  if  considered  expedient. 

Article  10.  Whenever  there  is  a  fog,  whether  by  day  or  night,  the 
fog  signals  described  below  shall  be  carried  and  used,  and  shall  be 
Bounded  at  least  every  flve  minutes,  viz : 

(a)  Steamships  under  way  shall  use  a  steam  whistle  placed  before  the 
ftuinel,  not  less  than  eight  feet  from  the  deck. 

{b)  Sailing  ships  under  way  shall  use  a  fog  horn. 

(e)  Steamships  and  sailing  ships  when  not  under  way  shall  use  a  bell. 

Article  11.  If  two  sailing  ships  are  meeting  end  on,  or  nearly  end  on, 
•0  as  to  iarolve  risk  of  collision,  the  helms  of  both  shall  be  put  to  port  so 
that  each  may  pass  on  the  port  side  of  the  other. 

Article  12.  When  two  sailing  ships  are  crossing  so  as  to  involve 
risk  of  collision,  then,  if  they  have  the  wind  on  diflierent  sides,  the  ship 
with  the  wind  on  the  port  side  shall  keep  out  of  the  way  of  the  ship  with 
the  wind  on  the  starboard  side,  except  in  the  case  in  which  the  ship  with 
the  wind  on  the  port  side  is  close  hauled,  and  the  other  ship  free,  in  which 
ease  the  latter  ship  shall  keep  out  of  the  way.  But  if  they  have  the  wind 
pn  the  same  side,  or  if  one  of  them  has  the  wind  aft,  the  ship  which  is  to 
windward  shall  keep  out  of  the  way  of  the  ship  which  is  to  leeward. 

Article  18.  If  two  ships  under  steam  are  meeting  end  on,  or  nearly 
tnd  on,  so  as  to  involve  risk  of  collision,  the  helms  of  both  shall  be  put  to 
port,  so  that  each  may  pass  on  the  port  side  of  the  other. 

AxnoM  14.  If  two  ships  under  steam  are  crossing  so  as  to  involve 
flak  of  «ellii)ion,  the  ship  which  has  the  other  on  her  own  starboard  side 
■hall  keep  oat  of  the  way  of  the  other.  . 


\\ 


THOMPSON  8  COAST   PILOT. 


121 


Article  IS.  I**  two  ships,  one  of  which  is  a  sailing  ship  and  the  other 
a  steamship,  are  'proceeding  in  such  direction  as  to  involve  risli  uf  collision, 
the  steainsliip  shall  keep  out  of  the  way  of  the  sailing  ship. 

Article  16.  Eveiy  steamship,  when  approaching  another  ship  so  as 
to  involve  risk  of  collision,  shall  slacken  her  speed,  or,  if  necessary,  stop 
and  reverse ;  and  eve:  j  steamship  shall,  when  in  a  fog,  go  at  a  moderate 
speed. 

Article  17.  Every  vessel  overtaking  any  other  vessel  shall  keep  out 
of  the  way  of  the  said  last  mentioned  vessel. 

Article  18.  Where,  by  the  above  rules,  one  of  two  '  'ps  is  to  keep 
out  of  the  way,  the  other  shall  keep  her  course,  subject  to  the  qualifica- 
tions contained  in  the  following  article. 

Article  10.  In  ol)eying  and  construing  these  rules  due  regard  must 
be  had  to  all  dangers  of  navigation,  and  due  regard  must  also  be  had  to 
any  special  circumstHnces  which  may  exist  in  any  particular  case  render- 
ing a  departure  from  the  above  rules  necessary  in  order  to  avoid  immediate 
danger. 

Article  20.  Ncihi/^g  in  these  rules  shall  exonerate  any  ship,  or  the 
owner,  or  master,  or  crew  thereof,  from  the  consequences  of  any  neglect  to 
carry  lights  or  signals,  or  of  any  neglect  to  keep  a  proper  lookout,  or  of 
the  neglect  of  any  precaution  which  may  be  required  by  the  ordinaiy 
practice  of  seamen,  or  by  the  special  circumstances  ot  the  case. 

Approved  April  29, 1864. 


An  Act  t«  Regalate  the  Adneasiremeiit  •f  Tonaf  e  ^f  Skips 
aii  Tessels  of  the  Kilted  Siatest 

VESSELS,  WHEN  TO  BE  MEASURBO  AND  BKMEASUKED. 

Be  it  enacted  by  the  Senate  and  Hmue  of  Bepretentativit  of  the  United  8tale$ 
fff  Ameriea,  in  Congreu  ouewiML,  That  every  ship  oi  vessel  built  within  the 
United  States,  or  that  may  be  owned  by  a  citizen  or  citizens  thereof,  on  or 
after  the  firoi  day  of  January,  eighteen  hundred  and  sixty-five,  shall  b? 
measurad  and  registered  in  the  manner  hereinafter  provided ;  also,  every 
ship  or  vessel  that  is  now  owned  by  a  citizen  or  citizens  of  the  United 
States,  shall  be  remeasnred  and  reregistered  upon  her  arrival  after  said  day 
at  a  port  of  entry  in  the  United  States,  and  priv>r  to  her  departure  tbere- 
Irom,  in  the  same  manner  as  hereinafter  described :  Provided,  That  any 
ship  or  vessel  built  within  the  United  States,  after  the  passaj^c  of  this  act, 
may  be  measored  and  registered  in  the  manner  herein  provided. 


BSOISTER  of  VESSELS,  WHAT  SHALL  EXPRESS. 

Sec.  9.    And  be  U  further  enaeied,  That  the  regiiter  of  every  Teasel  shall 
ezpren  her  kngthva&  iatadlh,  together  with  her  depth,  aod  the  height  under 


mmm 


122 


THOMPSON'B   COAST   I'lLOT. 


tke  third  or  ipar  deck,  which  shall  be  ascertained  in  the  following  manner  : 
The  tonnage-deck,  in  vessels  having  three  or  more  decks  to  the  hull,  shall 
be  the  second  deck  from  below ;  in  all  other  cases,  the  upper  deck  of  the 
hull  is  to  be  the  tonnage  deck.  The  length  from  the  forepart  of  the  outer 
plnnking,  on  the  side  ut  the  stem,  to  the  uller  purt  of  the  main  stem-post  of 
screw  steamers,  and  to  the  after  part  of  the  rudder  poit  of  all  other  vessels 
measured  on  the  top  of  the  tonnage-deck,  shall  be  accounted  the  vessel's 
length  The  breadth  of  the  broadest  part  on  the  outside  of  the  vessel  shall 
be  accounted  the  vessel's  breadth  of  beam.  A  measure  ft-om  the  under  side 
of  tonnage-deck  plask,  amidships,  to  the  ceiling  of  the  hold  (average  thick- 
ness) shall  be  itccounted  the  depth  of  iiold.  If  the  vessel  has  a  third 
deck,  then  the  height  from  the  top  of  the  tonnage-deck  plank  to  the  under 
side  of  the  upper-deck  plank  shall  be  accounted  as  the  height  under  the 
spar-deck.  All  measurement  to  be  taken  in  feet  and  fractions  of  feet ;  and 
all  fractions  of  feet  shall  be  expressed  in  decimals. 

TONNAGE  OF  VESSEL  DERIVED  FROM  CUBIC  CONTENT. 

Sec.  8.  And  be  it  further  enaeted,  That  the  register  tone  age  of  a  vessel 
shall  be  her  entire  internal  cubical  capacity  in  tons  of  one  hundred  cubic 
feet  each,  to  be  ascertained  as  follows : 

LENGTH,  HOW  TAKEN,  AND  NUMBER  OF  DI VISIONS 

Lengths.— Measure  the  length  of  the  vessel  in  a  straight  line  along  the 
upper  side  of  the  tonnage-deck,  from  thu  inside  of  the  inner  plank  (aver- 
age thickness),  at  the  side  of  the  stem  to  the  inside  of  the  plank  on  the 
stem  timbers  (average  thickness),  deducting  fh)m  this  length  what  is  Jue 
to  the  rake  of  the  bow  in  the  thickness  of  the  deck,  and  what  is  due  to  the 
rake  of  the  stern-timber  in  the  thickness  of  the  deck,  and  also  what  is  due 
to  the  rake  of  the  stern-timber  in  one-third  of  the  round  of  the  beam ; 
divide  the  length  so  taken  into  the  number  of  equal  parts  required  by  the 
following  table  according  to  the  class  in  such  table  to  which  the  vessel 
belongs: 

TABLE  OF  CLASSES. 

Class  1.  Vessels  of  which  the  tonnage  length,  according  to  the  above 
measurement,  is  fifty  feet  or  under,  into  six  equal  parts. 

Class  2.  Vessels  of  which  the  tonnage  length,  according  to  the  above 
measurement,  is  b'oovo  fifty  feet,  and  not  exceeding  one  hun- 
dred feet  long,  into  eight  equal  parts. 

Class  3.  Vessels  of  which  the  tonnage  length,  according  to  the  above 
measurement,  is  above  one  hundred  feet  long,  and  not  exceed- 
ing one  hundred  and  fifty  feet  long,  into  ten  equal  parts. 

Class  4.  Vessels  of  which  the  tonnage  length,- according  to  the  sbov* 
measurement,  is  above  one  hundred  and  fifty  feet,  and  not 
exceeding  two  hundred  feet  long,  into  twelve  equal  parts. 


r!10Mr«0N»   <H>AST    I'lLOT. 


12« 


Class  6. 


Class' 6. 


Vemcls  ot  which  the  lonnaj^e  length,  according  to  the  above 
measnren^ent,  is  above  two  hundred  t'eet,  and  not  exceeding 
two  hundred  and  titty  feet  lonj;,  into  fourteen  equal  parts. 
Vessels  of  which  the  tonnage  length,  according  to  the  above 
mensuremcnt,  is  uliove  two  hundred  and  titty  feet  long,  into 
sixteen  equal  parts. 


1  ( 


METHOD  OF  FINDING  THE  AUKAS. 

Trakhveuse  AKKA&— Then,  the  ht>ld  being  sufflcieully  cleared  to  admit 
of  the  required  depths  and  breadths  being  properly  taken,  find  the  trans- 
verse area  of  such  vessel  at  each  point  of  division  of  the  length  as  fol- 
lows :  Measure  the  depth  at  each  point  of  division  from  a  point  at  a  dis- 
tance of  one-third  of  the  round  ~f  the  beam  below  such  deck ;  or,  hn  case 
of  a  break,'1)elow  a  line  stretched  in  continuation  thereof,  to  the  upper 
side  of  the  floor-timber,  at  the  inside  of  the  limber-strake,  after  deducting 
the  average  thickness  of  the  ceiling,  which  is  between  the  bilge-planks 
and  limber-strake ;  then,  if  the  depth  at  the  midship  division  of  the  length 
does  not  exceed  sixteen  feet,  divide  each  depth  into  four  equal  parts ;  then 
measure  the  inside  horizontal  breadth,  at  each  of  the  three  points  of  divi- 
sion, and  also  at  the  upper  and  lower  points  of  the  depth,  extending  each 
measurement  to  the  average  thickness  of  that  part  of  the  ceiling  which  is 
between  the  points  of  measurement ;  number  these  breadths  from  above 
(numbering  the  upper  breadth  one,  and  so  on  down  to  the  lowest  breadth); 
multiply  the  second  and  fourth  by  four,  and  the  third  by  two ;  add  these 
products  together,  and  to  the  sum  add  the  first  breadth  and  the  last,  or 
fifth ;  multiply  the  quantity  thus  obtained  by  one-third  of  the  common 
interval  between  the  breadths,  and  the  product  shall  be  deemed  the  trans- 
verse area;  but  if  the  midship  depth  exceed  sixteen  feet,  divide  each  depth 
into  six  equal  parts,  instead  of  four,  and  measure,  as  before  directed,  the 
horizontal  breadth  at  the  five  points  of  division,  and  also  at  the  upper  and 
lower  points  of  the  depth ;  number  them  from  above  as  before ;  maltiply 
the  second,  fourth  and  sixth  by  four,  and  the  third  and  fifth  by  two;  add 
ihese  products  together,  and  to  the  sum  add  the  first  breadth  and  the  last, 
or  seventh ;  multiply  the  quantities  thus  obtained  by  one-third  of  the 
common  interval  between  the  breadths,  and  the  product  shall  be  deemed 
the  transverse  area. 


MKTHOD  OP  ABCERTAININO  THE  REOI8TEK  TONNAGE  OF  VESSEL. 

Computation  vrom  Abbas.— Having  thus  ascertained  the  tnuMTene 
area  at  each  point  of  division  of  the  length  of  the  vessel,  as  required 
above,  proceed  to  ascertain  the  register  tonnage  of  the  vessel  in  the  fol- 
lowing nuuiaer :  Number  the  areas  successively,  ons,  two,  three,  etc.,  num- 
ber one  being  at  the  extreme  limit  of  the  length  at  the  bow,  and  the  last 
nomber  at  the  extreme  limit  of  the  length  at  the  etem ;  then,  whether  the 


■i 


124 


THOMI«ON  8   OOA8T    PILftT. 


length  be  divided  according  to  table,  into  six  or  sixteen  parts,  as  in  clas- 
ses one  and  six,  or  any  intermediate  number,  m  in  classes  two,  tliree,  tour 
and  Ave,  multiply  the  second,  and  every  even  numbered  area,  by  four,  aud 
the  third  aud  every  odd  numbered  area  (except  the  first  and  last)  by  tteo; 
add  these  products  together,  and  to  the  sum  add  the  first  and  last,  if  they 
yield  anything ;  multiply  the  quantities  thus  obtained  by  one-third  of  the 
common  interval  between  the  areas,  and  the  product  will  be  the  cubical 
contents  of  the  space  under  the  tonnage-deck ;  divide  this  product  by  one 
hundred,  and  the  quotient,  being  the  tonnage  under  the  tonnage-deck, 
shall  be  deemed  to  be  the  register  tonnage  of  the  vessel,  subject  to  the 
additions  hereinafter  mentioned. 

lIBASnKEMENT  OF  THE  POOP  AND  OTHER  OLOSED-IIT  8PA0E. 

If  there  be  a  break,  a  poop,  or  any  other  permanent,  closed-in  space  on 
the  upper  decks,  on  the  spar  deck,  available  for  cargo  or  stores,  or  for  the 
berthing  or  accommodation  of  passengers  or  crew,  the  tonnage  of  such 
space  shall  be  ascertained  as  follows : 

Measure  the  internal  mean  length  of  such  space  in  feet,  and  divide  it 
into  an  even  number  of  equal  parts  of  which  the  distance  asunder  shall 
be  most  nearly  equal  to  those  into  which  the  length  of  the  tonnage-deck 
has  been  divided ;  measure  at  the  middle  of  its  heigh'.,  the  inside  breadths, 
namely,  one  at  each  end  and  at  each  of  the  points  of  division,  numbering 
them  successively,  one,  two,  three,  etc. ;  then  to  the  sum  of  the  end 
breadths  add  four  times  the  sum  of  the  even  numbered  breadths,  and 
twice  the  sum  of  the  odd  numbered  breadths,  except  the  first  and  last,  and 
multiply  the  whole  sum  by  one-third  of  the  common  interval  between  the 
breadths ;  the  product  will  give  the  mean  horizontal  area  of  such  space ; 
then  measure  the  mean  height  between  the  planks  of  the  decks,  and  mul- 
tiply by  it  the  mean  horizontal  area  ;  divide  the  product  by  one  hundred, 
and  the  quotient  shall  be  deemed  to  be  tlie  tonnage  of  such  space,  and 
shall  be  added  to  the  tonnage  under  the  tonnage-decks,  ascertained  as 
•foresaid. 

HBABUREMENT  OF  THE  THIRD  OR  SPAR-DECK.  * 

If  a  vessel  has  a  third  deck,  or  spar-deck,  the  tonnage  of  the  space 
between  it  and  the  tonnage-deck  shall  be  ascertained  as  follows: 

Measure  in  feet  the  inside  length  of  the  space,  at  the  middle  of  its  height, 
from  the  plank  at  the  side  of  the  stem,  tc  the  plank  on  the  timbers  at  the 
stem,  and  divide  the  length  into  the  same  number  of  equal  parts  into  which 
the  length  of  the  tonnage-deck  is  divided ;  measure  (also  at  the  middle  of 
its  height)  the  inside  breadth  of  the  space  at  each  of  the  points  of  division, 
also  the  breadth  of  the  stem  and  the  breadth  at  the  stem ;  nnmber  them 
successively,  one,  two,  three,  etc.,  commencing  at  the  stem ;  multiply  the 
second,  and  all  other  even  numbered  breadths,  by  fuor^  and  the  third,  and 


TnoirrsoM  s  coast  pjlot. 


125 


all  the  nthpr  odd  numliciTd  breadths  (exrept  the  flnit  and  ln«t),  by  two ; 
to  the  sum  of  thcs<'  products  add  the  first  and  last  breadths,  multiply  the 
whole  sum  by  one-third  of  the  common  inteival  l)etween  the  breadths,  and 
the  result  wiSi  f;ive,  in  superficial  feet,  the  mean  horizontal  area  of  such 
space ;  measure  the  mean  height  between  the  plank  of  the  two  decks,  and 
multiply  by  it  the  mean  horizontal  area,  and  the  product  will  be  the  c^  ical 
contents  of  the  space ;  divide  this  product  by  one  hundred,  and  the  quotient 
shall  be  deemed  to  be  the  tonnage  of  such  space,  and  shall  be  added  to  the 
other  tonnage  of  the  vessel,  ascertained  as  aforesaid.  And  if  the  vessel 
has  more  than  three  decks,  the  tonnage  of  each  space  between  decks,  above 
the  tonnage  deck,  shall  be  severally  ascertained  in  the  manner  above 
described,  and  shall  be  added  to  the  tonnage  of  the  vessel,  ascertained  at 
aforesaid. 

TONNAOK  OF  OPEN  VK88EL8,  HOW  A8CKBTAINBD. 

In  ascertaining  the  tonnage  of  open  vessels,  the  upper  edge  of  the  upper 
atrake  is  to  form  the  boundary  line  of  measurement,  and  the  dep'h  shall  be 
taken  from  an  athwartship  line,  extending  from  upper  edge  of  said  stroke 
at  each  division  of  the  length. 

REGISTERED  TONXAOE  TO  BE  CARVED  ON  THE  MAIN  BEAlf. 

The  registei  of  the  vessel  shall  express  the  number  of  decks,  the  tonnage 
under  the  tonnage-deck,  that  of  the  between-decks,  above  the  tonnage- 
deck  ;  also  that  of  the  poop  or  other  inclosed  spaces  above  the  deck,  each 
separately.  In  every  registered  United  States  ship  or  vessel  the  uumt)eir 
denoting  the  total  registered  tonnage  shall  be  deeply  carved  or  otherwise 
permanently  marked  on  her  main  beam,  and  shall  be  so  continued ;  and  if 
it  at  any  time  cease  to  be  so  continued,  such  vessel  shall  no  longer  be 
recognized  as  a  registered  United  States  vessel. 

CHARGE  FOR  MEASURING  AND  CERTIFICATE. 

Sec.  4.  And  be  it  furt/ier  enacted.  Thai  the  charge  for  the  measurement 
of  tonnage  and  certifying  the  same  shall  not  exceed  the  sum  of  one  dollar 
and  fifty  cents  for  each  transverse  section  under  the  tonnage^eck ;  apd  the 
sum  of  three  dollars  for  measuring  each  between-decks  above  the  tonnage- 
deck ;  and  the  sum  of  one  dollar  and  fitly  cents  for  each  poop,  or  closed-in 
space  available  for  cargo  or  stores,  or  for  the  berthing  or  accommodation 
of  passengers,  or  officers  and  crew,  above  the  upper  or  spar-deck. 

ACT  NOT  TO  APPLY  TO  VB88EL8  NOT  REQUIRED  TO  BE  REOIBTERKD  OB 

ENROLLED. 

Bbc.  5.  And  be  it  further  enacted.  That  the  provisions  of  this  act  shall 
not  be  deemed  to  apply  to  any  vessel  not  required  by  law  to  be  registered 
or  enrolled,  or  licensed,  and  all  acts  and  parts  of  acta  inconsistent  with  the 
provisions  of  this  act  ate  hereby  repealed. 

Approved  Hay  6, 1864. 

17 


126 


Thompson's  coast  pilot. 


FEES  OF  CUSTOM  HOUSE  OFFICERS— IMPORTANT 
TO  BUSINESS  MEN. 
A  copy  of  the  new  law  to  regulate  the  fees  of  custom  house  offlcen, 
passed  March  8d,  has  been  received  by  the  authorities  in  this  city.  Tlie 
provisions  of  law  are  very  important  to  those  doing  business  at  the  custom 
house.  The  following  are  the  amounts  of  fees  allowed  :  For  certificate  of 
registry,  |1 ;  certificate  of  enrollment,  including  bond  on  vessel  not  exceed- 
ing 50  tons,  |1;  under  150  tons,  |1.50:  over  150  tons,  |2  license,  |l  to 
$1  .SO,  according  to  the  tonnage ;  indorsement  or  license  of  charge  of  mas- 
ter, 50  cents ;  certificate  of  manifest,  25  and  50  cents,  according  to  tonnage ; 
receiving  certified  manifest,  and  granting  permit  to  unload,  etc.,  25  cents  to 
91,  according  to  tonnage;  entry  of  a  vessel  from  a  foreign  port,  50  cents  to 
$1,  and  the  same  fee  for  clearance  of  iilte  vessels;  receiving  manifest  of 
goods,  brought  into  the  United  States  from  foreign  countries  by  land  vehi- 
cles, and  permits,  25  cents ;  passenger  baggage  arriving  by  the  same  means, 
25  cents ;  granting  permit  to  a  vessel  not  belonging  to  a  cit!i:'3n  of  tiie 
United  States,  to  go  from  one  district  to  another,  i|2;  entry  of  gi^ods 
imported  from  a  foreign  country,  including  oiQciai  cerlificale,  etc.,  50  cents, 
and  for  every  post  entry,  40  cents ;  permit  to  load  goods  not  provided  for 
•hove,  25  cents;  official  bonds,  25  cents  to  |1 ;  bill  of  health,  25  cents;  crew 
list,  $1 ;  protection,  50  cents;  recording  bills  of  sales,  etc.,  50  cents  each, 
and  certified  copies  the  same ;  recording  certificates  for  discharging  and 
canceling  conveyances,  50  cents. 


TABLE  OF   DISTANCES  AT  WHICH   OBJECTS   CAN 
BE  SEEN  AT  SEA. 

AeoordinijC  to  their  respective  oloTatioos  and  the  elevation  of  the  eye  of  the  obierver. 


■^ 

-jt 

i 

1 

•J 

i 

i 

1 

el 

cB 

& 

£E 

eS 

1 

A 

3^ 

s 

jl 

'    3    ■ 

a 

SI 

a 

i 
1 

It 

II 

A 

•     5 

2.958 

2.565 

70 

11.067 

9.598 

260 

20.916 

18.14 

10 

4.184 

8.628 

75 

11.4')6 

9.935 

300 

22.912 

19.87 

15 

6.128 

4.448 

80 

11.832 

10.26 

860 

24.748 

21.46 

20 

5.916 

6.180 

85 

12.196 

10.57 

400 

26.457 

22.94 

as 

6.614 

6.786 

90 

12.549 

10.88 

460 

28.062 

24.88 

tfO 

7.245 

6.28:t 

95 

12.898 

11.18 

500 

29.580 

25.65 

85 

7.826 

6.787 

100 

18.228 

11.47 

660 

81.024 

26.90 

40 

8.866 

7.265 

110 

18.874 

12.08 

600 

32.408 

28.10 

45 

8.874 

7.696 

120 

14.490 

12.66 

660 

88.726 

29.26 

60 

9.854 

8.112 

180 

15.088 

18.08 

700 

86.000 

80.28 

05 

9.811 

8.909 

140 

15.662 

18.67 

800 

87.416 

82.46 

60 

10.246 

8.886 

160 

17.201 

f4.91 

900 

89.886 

84.64 

65 

10.665 

9.249 

200 

18.708 

ie.23 

1000 

41.88P 

86.28 

THOMPSON  8  00A8T   I'lIAXr. 


197 


Rule.— If  the  distsoce  at  which  a  light  of  a  given  height  can  l)e  racn  by 
a  person  on  a  given  level  bv  required,  it  is  only  needful  to  add  tegether  tbo 
two  numbers  in  the  column  of  dUtances  corresponding  to  those  in  the  col- 
umn of  heights,  which  represent  respectively  the  height  of  the  oliserver'n 
eye  and  the  height  of  the  focal  plane  above  the  sea.  When  th(t  height 
required  to  render  a  light  visible  at  a  given  distance  Is  required,  we  must 
first  seek  for  the  number  corresponding  to  the  height  of  the  observer's  eye, 
and  deduct  this  from  the  whole  proposed  range  of  the  light,  and  opjKisite 
the  remainder  In  the  column  of  distances,  seek  for  the  corresponding  num- 
ber in  the  column  of  heights.  A  tower,  100  feet  high,  will  be  visible  to  aa 
observer,  whose  eye  Is  elevated  15  feet  above  the  water,  16  oautlctil  miles, 
thus  from  the  table  : 

Example.— Iff  feet  elevation,  distance  visible,  4.443  nautical  miles.  ' 
100    "  "  "  "     11.47         " 


13.013 


w 


TABLE  OF  THE  ANGLES  WHICH  EVERY  POINT 
AND  QUARTER  POINT  OF  THE  COMPASS 
MAKES  WITH  THE  MERIDIAN. 


Pit. 

o 

1 

n 

Pta. 

0 

/ 

II 

Pu. 

o 

1 

II 

vu. 

o 

1       II 

i 

a 

48 

45 

2i 

25 

18 

45 

4f 

47 

48 

45 

Ci 

70 

18  45 

+ 

5 

87 

80 

2t 

28 

07 

30 

4* 

50 

87 

80 

6i 

78 

07  80 

( 

8 

26 

15 

2* 

80 

56 

15 

4i 

58 

26 

15 

6* 

76 

56  15 

1 

11 

15 

00 

3 

83 

45 

00 

5 

56 

15 

00 

7 

78 

45  00 

u 

14 

08 

45 

3i 

86 

33 

45 

51 

59 

03 

45 

n 

81 

88  46 

u 

16 

62 

80 

3i 

39 

22 

80 

6+ 

61 

52 

80 

7+ 

84 

23  8(» 

u 

19 

41 

15 

8f 

42 

11 

15 

5f 

64 

41 

15 

71 

87 

11  18 

2 

2i 

80 

00 

4 

45 

00 

00 

6 

67 

30 

00 

8 

90 

00  UO 

THE   LAKE  COASTING  TRADE. 

The  bill  for  the  regalation  of  the  lake  coasting  trade,  recently 
passed  in  the  Senate,  provides  that  the  master  of  every  vessel 
enrolled  or  licensed  to  engage  in  foreign  and  coasting  trade  on 
the  northern,  northeastern  and  northwestern  frontiers  of  the 
United  States,  shall,  before  the  departure  of  his  vessel  from  a 
port  in  one  collection  district  to  a  port  in  another  collection 
district,  present  to  the  collector  duplicate  manifests,  and  obtain 


mmm 


128 


TU01IP80M  8  COAST   PILOT. 


h 


r 


a  certiflonte  of  clearance ;  and,  in  case  he  shall  touch  at  any 
iutermediate  point  in  the  United  Slates  and  there  dincharge  the 
cargo  taken  on  board  at  an  American  port,  not  having  touched 
at  any  foreign  port  or  place,  the  mafitcr  shall  not  be  required  to 
report  such  landing  or  unloading  at  the  intermediate  ports,  but 
■hall  enter  the  same  on  his  manifest  obtained  at  '.be  original 
port  of  departure,  which  he  shall  deliver  to  the  collector  ot 
the  port  where  the  unloading  of  the  cargo  is  completed,  or  if 
there  bo  no  custom  house  at  such  port  he  shall  deliver  the  said 
manifest  to  the  proper  customs  officer  at  the  port  whnre  he 
next  arrives,  in  both  cases  making  oath  to  its  correctness,  and 
delivering  it  within  twenty-four  hours  aiter  arrival ;  provided, 
that  masters  of  vessels  with  cargo  and  passengers  Irom  any  for- 
eign port  shall  obtain  a  permit  and  comply  with  existing  laws 
before  landing  the  same ;  that  merobandisc  destined  for  a  ibr- 
eign  port  shall  be  reported  as  now  required  by  law,  and  that  no 
permit  shall  be  required  for  unloading  a  cargo  brought  from  an 
American  port. 

Masters  of  vessels  arriving  from  a  port  where  there  is 
no  custom-house,  at  one  where  there  is  a  custom-house, 
are  required  to  deliver  to  the  latter  a  manifest  sub- 
scribed on  oath,  setting  forth  the  cargo,  laden  at  the  place  of 
departure,  and  laden  or  unladen  at  intermediate  ports.  Steam 
tugs  duly  enrolled  and  licensed  on  the  above  frontiers,  when 
exclusively  employed  in  towing  vessels,  shall  not  be  required  to 
report  and  clear  at  the  custom-house,  provided  that  when  said 
steam  tugs  shall  be  employed  in  towing  rafts  or  other  vessels 
without  sail  or  steam  motive  power,  not  required  to  be  enrolled 
or  licensed,  they  shall  be  required  to  report  and  clear  in  the 
same  manner  as  provided  in  the  act  for  other  vessels.  Failure 
to  comply  with  the  foregoing  requirements  subjects  a  master 
of  an  enrolled  or  licensed  vessel  engaged  in  t^e  above  named 
trade  to  a  fine  of  $100  for  each  forfeiture  or  neglect,  for  which 
sum  the  vessel  shall  also  be  liable.  False  swearing  or  affirma- 
tion on  the  part  of  a  master  or  owner  in  filling  up  the  pre* 
scribed  forms,  is  made  punishable  by  all  the  penalties  provided 
for  perjury  by  existing  laws. 

It  is  also  enacted  that  vessels  departing  or  arriving  from  a 


TUOMPHON  H  COAIT    PIUJT. 


1S9 


port  in  one  diHtriot  from  or  at  a  port  in  an  adjoining  district, 
and  butween  the  ports  uf  entry  thuruot  touuhing  at  interme- 
diate foreign  ports,  shall  bo  exempted  irom  the  payment  of 
entrance  fees. 


* 


\\ 


FOG    HORN,   AS    REC0MMKNDP:D    BY    COMMITTEE 
LAKE  UNDEKWRITEKS. 

(TboM  KuIpr,  If  propiTl)'  followccS,  would  lave  a  great  many  collliloni,  ll?a« 

and  proporty.) 

When  a  vessel  is  sailing  on  the  larboard  tack,  wind  abeam  or 
forward  of  abeam,  sound  one  distinct  blast  from  the  horn,  at 
sufficient  intervals  to  be  understood.  When  on  the  starboard 
tack,  wind  abeam  or  forward  of  abeam,  two  distinct  blasts. 
When  the  wind  is  abaft  the  beam  to  four  points  of  abeam  on 
starboard  side,  sound  three  distinct  blasts.  When  further  aft  on 
either  quarter  to  dead  aft,  sound  four  distinct  blasts.  When 
abaft  the  beam  on  the  larboard  side  to  four  points  of  abeam, 
sound  five  distinct  blasts. 


NOTES  AND  REMARKS  ON  THE  BAROMETER. 

When  the  mercury  falls  in  the  barometer  it  announces  rain  or 
wind,  or  in  general  what  is  called  bad  weather ;  and,  on  the 
contrary,  when  it  rue$,  it  announces  fair  weather. 

When  the  mercury  falls  in  frosty  weather,  either  snow  or  a 
thaw  may  be  expected ;  but  if  it  rises  in  the  winter,  with  a 
north  or  east  wind,  it  generally  betokens  frost. 

If'the  mercury  sinks  slowly,  we  may  expect  rain,  which  will 
probably  be  of  some  continuance ;  but  if  it  rises  gradually,  we 
may  expect  fine  weather  that  will  be  lasting. 

When  the  barometer  is  fluctuating,  rising  and  falling  sud- 
denly, the  weather  may  be  expected  like  it — changeable. 
When  the  mercury  falls  very  low,  there  will  be  much  rain ;  but 
if  its  fall  is  low  and  sudden,  a  high  wind  frequently  follows. 
When  an  extraordinary  fall  of  the  mercury  happens,  without 
any  remarkable  change  near  a(  hand,  there  is  some  probability 
of  a  storm  at  a  distance. 


130 


THOMHHONS   OOAUT    PFLOT. 


In  very  warm  weather,  the  fall  of  the  morcnrjr  indicate* 
thunilcr.  The  haromotor  will  (lesoend  aoinotimcH  an  an  indica* 
lion  of  wind  only,  and  aomeiinies  rise  when  the  wind  is  to  the 
north  or  eant. 

A  NE  wind  generally  causcH  the  barometer  to  rine,  and  it  ii 
generally  low  with  a  SW  wind. 

An  extraordinary  fall  ot  the  mercury  will  sometimes  take 
place  in  summer  previous  to  heavy  showers,  attended  with 
thunder ;  but  in  spring,  autumn  and  winter,  it  indicates  violent 
winds. 

The  mercury  is  higher  in  cold  than  in  warm  weather,  and 
lower  at  noon  and  midnight  than  >\t  any  other  period  of  the 
day. 

The  mercury  generally  falls  at  the  approach  of  new  and  full 
moon,  and  rises  at  the  quadratures. 

Before  hi^^'.i  tides,  there  is  almost  always  a  great  fall  of  the 
mercury ;  this  takes  place  oftenor  at  the  full  thiin  at  the  new 
moon. 

The  greatest  changes  of  the  barometer  commonly  take  place 
during  clear  weather  with  a  north  wind,  and  the  smallest  risings 
during  cloudy,  rainy  or  windy  weather,  with  a  south  or  nearly 
south  wind. 

The  words  generally  engraved  on  the  plate  of  the  barometer 
rather  serve  to  mislead  than  to  inform;  for  the  changes  of 
weather  depend  rather  on  the  rising  and  falling  of  the  mercury, 
than  on  its  standing  at  any  particular  height.  When  the  mer- 
oury  is  as  high  as  "  fair,^'  and  the  surface  of  it  is  concave  (which 
is  the  case  when  it  begins  to  descend),  it  very  oflen  rains ;  and, 
on  the  contrary,  when  the  mercury  is  opposite  "  rain,*'  and  the 
■arface  convex  (which  is  the  case  when  it  begins  to  ascend), 
fair  weather  may  be  expected.  These  circumstances  not  being 
duly  attended  to,  may  be  said  to  be  the  principal  cause  of  many 
people  not  having  a  proper  confidence  in  this  instrument. 

For  sea  service,  it  would  be  as  well  to  read  off  the  barometer 
at  least  three  times  a  day,  viz.,  at  8  a.  m.,  noon,  and  8  p.  m.  ; 
and  oftener  if  bad  weather. 

In  Europe,  if  the  alteration  ia  the  quicksilver  sboald  be  in 
as  groat  a  proportion  as  six-tenths  of  an  inch  to  twenty-four 


w 


1^ 


THoMi«>M  It  ouAVi   fiurr. 


181 


bourn,  tuddon  bat  not  luting  chniigpR  of  weatber  mnj  be 
expected.  It  the  nlttfralion  iihoultl  be  gradiml,  probably  in 
the  proportion  ot  two  or  three-tenths  to  twentyfuur  hours,  the 
weather  indicated  will  be  likely  to  last. 

One-fiUh  of  the  variation  ot  the  barometer  in  any  oliroate 
may  be  considered  as  an  indication  ot  sudden  change. 

If  wind  should  follow  rain,  the  wind  may  be  expected  to 
increase. 

Rain  following  wind  is  likely  to  lull  it,  and  the  wind  may  be 
expected  to  abate. 


EXPLANATION    OF    THE    ANEROID    BAROMETER. 

The  graduation  and  figuring  on  the  dial  represents  the  per- 
pendicular scale  ot  the  m«..-curial  barometer.  The  tailing  of 
the  barometer  is  understood  to  be  the  passage  of  the  long  or 
steel  index  trom  the  higher  to  the  lower  number  of  figures, 
which  movement  comes  under  the  same  atmospheric  change 
in  which  the  mercury  passes  over  part  of  its  scale.  The  short 
pointer  is  simply  a  register,  and  is  only  movable  with  the 
fingers,  to  be  placed  over  the  steel  index,  thus  enabling  the 
observer  to  see  more  readily  any  movement  ot  the  index. 


RULES  FOR  BAROMETRICAL  OBSERVATION. 

l8^.  There  la  no  point  at  which  the  barometer  must  stand 
to  indicate  rain  or  wind. 

2d.  The  judgment  must  be  governed  by  the  rising  or  falling 
of  the  barometer. 

8d.  The  falling  of  the  barometer  indicates  the  approach  of 
a  storm,  the  extent  of  which  will  be  proportionate  to  the 
amount  and  rapidity  of  the  fall. 

4th.  Showers.- — ^The  barometer  falls  previously  from  four 
to  twelve-hundredths  of  an  inch,  varying  in  time,  from  one  to 
three  hours.  The  greater  and  more  rapid  the  fall,  the  more 
violent  will  be  the  shower,  accompanied  more  or  less  with 
wind. 


II    if9 


182 


THOMPSON  S   0OA8T   PILOT. 


' 


5th.  Northeasterly  storms. — The  barometer  falls  previonsly 
from  lour  to  eight-tenths  of  an  inch,  varying  in  time  from  one 
to  four  hours,  and  continues  falling  until  the  storiu  itnivos  at 
its  crisis,  when  the  barometer  begins  to  rise  and  continues  ris- 
ing until  that  part  of  the  storm  which  comes  from  the  NW 
passes  off. 

6th.  Southerly  storms. — The  barometer  falls  previously 
from  one  to  four-tenths  of  an  inch,  varying  in  time  from  six  to 
twelve  hours.  These  storms  generally  precede  unsettled 
weather;  at  such  times  the  barometer  continues  low,  and  very 
slight  additional  depressions  are  followed  by  rain. 

A  southerly  storm  is  perhaps  the  most  difficult  to  judge  of 
by  appearances,  as  appearances  change  so  frequently  without 
any  real  change  in  the  atmosphere.  During  this  class  of  storms, 
the  utmost  conffdence  should  be  placed  in  the  barometer. 
After  the  first  indication  as  above,  and  the  barometer  does  not 
rise,  but  remains  stationary,  it  is  strong  indiuation  that  the 
storm  has  not  all  passed. 

The  foregoing  rules  are  the  result  of  long  and  careful  obser- 
vation. It  must  be  remembered  that  storms  occur  under 
different  circumstances  in  different  parts  of  the  globe,  yet,  tak- 
iug  the  first  three  of  the  above  rules  as  a  basis  of  calculation,  a 
short  experience,  with  the  exercise  of  the  judgment,  will  enable 
one  to  determine  very  correctly  concerning  approaching  changes 
in  the  weather. 


A  LUNAR  TIDAL  WAVE  IN  THE  NORTH  AMERICAN 

LAKES. 

■strMt  from  •  p»per  read  by  Lleut.-Col.  Onhun,  before  the  American  AMOdatlon  for 
tbe  AdvMiooment  of  Science,  Augnit,  1880. 

«  Much  has  been  written  at  various  periods,  on  the  fluctua- 
tions in  the  elevation  of  the  sa.  .toe  waters  of  the  great  fresh 
water  lakes  of  North  America.  Yalaable  and  interesting 
memoirs  have  appeared  frotn  time  to  time  in  the  American 
Joarnal  of  Science  ^nd  Arts,  published  monthly  at  New  Haven, 
Connecticut,  within  the  last  thirty  years,  on  this  subject,  writ- 
ten  by  the  late  Brevet  Brigadier*Qenoral  Henry  Whiting,  of 


THOMPSONS   0OA8T   I'lLOT. 


133 


W 


the  United  States  Army,  when  a  captain,  by  Major  Lachlan, 
Charles  Whittlesey,  Esq.,  an*l  others.  The  observations  con- 
tained in  their  memoirs  have,  however,  been  directed  chiefly  to 
investigations  of  the  extent  of  the  secular  and  annual  varia- 
tions in  elevation  of  the  surfaces  of  these  lakes. 

"The  learned  Jesuit  fathers  of  the  time  of  Marquette,  a 
period  near  two  centuries  ago,  and  at  later  periods  the  Baron 
de  la  Ilontan,  Charlevois,  Carver,  and  others,  noticed  in  their 
writings  the  changes  of  elevation,  and  some  peculiar  fluctua- 
tions which  take  place  on  these  inland  seas.  In  the  specula- 
tions indulged  in  by  some  of  these  writers,  a  slight  lunar  tide 
is  sometimes  suspected,  then  again  such  an  influence  on  the 
swelling  and  receding  waters  is  doubted,  and  their  disturbance 
is  attributed  to  the  varying  courses  and  forces  of  the  winds. 

"  But  we  have  nowhere  seen  that  any  systematic  course  of 
observation  was  ever  instituted  and  carried  on  by  these  early 
explorers,  or  by  any  of  their  successors  who  have  mentioned 
the  subject,  giving  the  tidal  readings  at  small  enough  intervals  of 
time  apart,  and  of  long  enough  duration  to  develop  the  problem 
of  a  diurnal  lunar  tidal  wave  on  these  lakes.  The  general  idea 
has  undoubtedly  been  that  no  such  lunar  influence  was  here 
perceptible. 

*'  In  April,  1854, 1  was  stationed  at  Chicago,  by  the  orders  of 
the  Government,  and  charged  with  the  direction  of  the  harbor 
improvements  on  Lake  Michigan.  In  the  latter  part  of  August 
of  that  year,  I  caused  to  be  erected  at  the  east  or  lakeward 
extremity  of  the  North  Harbor  pier,  a  permanent  tide-gauge 
for  the  purpose  of  making  daily  observations  of  the  relative 
heights  and  fluctuations  of  the  surface  of  this  lake.  The  position 
thus  chosen  for  the  observations,  projects  into  the  lake,  entirely 
beyond  the  mouth  of  the  Chicago  River,  and  altogether  out  of 
the  reach  of  any  influenoe  from  the  river  current,  apon  the 
fluctuations  of  the  tide-gauge.  It  was  the  fluctuations  of  the 
)ake  surface  alone  that  oould  affect  the  readings  of  the  tide- 
gauge. 

"  On  the  first  day  of  September,  1854,  a  course  of  observa* 
tions  was  commenoed  on  this  tide-gauge,  and  continued  at  least 
once  a  4ay>  until  the  31st  day  of  December,  inclusive,  1958. 
IS" 


h 


184 


THOMl'SON  8   (X)A8T   PILOT. 


>'     4 


Daring  each  of  the  first  three  winters  a  portion  of  the  daily 
observations  was  lost,  owing  to  the  tide-gauge  being  frozen  fast 
in  its  box,  but  thoy  constituted  only  a  small  number  in  propor- 
tion to  that  embraced  in  the  series.  During  the  subsequent 
winters,  artificial  means  were  resorted  to,  to  prevent  this 
freezing. 

"  These  observations  were  instituted  chiefly  for  the  purpose 
of  ascertaining  with  accuracy  the  amount  of  the  annual,  and 
also  of  the  secular  variation  in  the  elevation  of  the  lake  sur- 
face, with  a  view  to  regulating  the  heights  of  break-waters-and 
piers  to  be  erected  for  the  protection  of  vessels,  and  for 
improving  the  lake  harbors." 

After  a  series  of  close  observations,  from  1854  to  1858,  Lieat.- 
Colonel  Graham  observes : 

"  The  difiference  of  elevation  of  the  Jake  surface,  between  the 
periods  of  lunar  low  and  lunar  high-water  at  the  mean  spring 
tides,  is  here  shown  to  be  two  hundred  and  fifty-four  thous- 
andths (254)  of  a  foot,  and  the  time  of  high  water  at  the  full 
and  change  of  the  moon,  is  shown  to  be  thirty  (30)  minutes 
after  the  time  of  the  moon's  meridian  transit. 

"  We  therefore,  in  accordance  with  custom  in  like  cases,  indi- 
cate as  the  establishment  for  the  port  of  Chicago, 

i  Foot,  0  30. 

"  Although  this  knowledge  may  be  of  but  small  practical 
advantage  to  navigators,  yet  it  may  serve  as  a  memorandum  of 
m  physical  phenomenon  whose  existence  has  generally  hereto- 
iore  been  either  denied  or  doubted. 

"  We  think  it  probable  that,  if  the  effect  of  unfavorable  winds 
and  all  other  extraneous  forces  which  produce  irregular  oscilla- 
tions in  the  elevation  of  the  lake  surface  coald  be  fully  elimin- 
ated,  a  semi-diurnal  lunar  spring  tide  would  be  shown  of  as 
much  as  one-third  of  a  foot  for  the  periods  of  highest  tides. 

"  The  time  of  low  water  and  the  relative  times  of  duration 
of  the  flood  and  ebb  tides  are  given  only  approximately.  The 
extreme  rise  of  the  tide  being  so  little,  the  precise  time  of  the 
change  from  ebb  to  flood,  and  hence  the  duration  of  the  flow 
ot  each,  can  only  be  accurately  determined  by  numerooa  obser* 


\  \ 


THOMPSONS   COAST    PILOT. 


135 


vatioos  at  short  intervals,  say  three  'to  five  minutes  of  time 
apart,  from  about  an  hour  before  to  an  hour  after  the  actual 
time  of  low  water. 

"  In  conclusion,  we  offer  the  above  observations  as  solving 
the  problem  in  question,  and  as  proving  the  existence  of  a  semi- 
diurnal lunar  tidal  wave  on  Lake  Michigan,  and  consequently  on 
the  other  great  fresh  water  lakes  of  North  America,  whose 
co-crdinate  of  altitude  is,  at  its  summit,  as  much  as  .15  to  .25 
("iVIt  to  iVff)  of  a  foot,  United  States  measure." 


REMARKABLE  PHENOMENON. 

Prof.  Mather,  who  observed  the  barometer  at  Fort  Wilkinsi 
Copper  Harbor,  47''  30'  north  lat.,  during  the  prevalence  of  one 
of  these  remarkable  disturbances  which  are  peculiar  to  all  the 
Upper  lakes,  remarks :  "  As  a  general  thing,  fluctuations  in  the 
barometer  accompanied  the  fluctuatious  in  the  level  of  the 
water,  but  sometimes  the  water  level  varied  iapidly  in  the  har- 
bor, while  DO  such  variation  occurred  in  the  barometer  at  the 
place  of  observation.  The  variation  in  the  level  of  the  water 
may  be  caused  by  varied  barometric  pressure  of  the  air  on  the 
water,  either  at  the  place  of  observation  or  at  some  distant 
point.  A  local  increased  pressure  of  the  atmosphere  at  the 
place  of  observation,  would  lower  the  water  level  where  there 
is  a  wide  expanse  of  water ;  or  a  diminished  pressure,  under 
the  same  oircumstanoes,  would  cause  the  water  to  rise  above  its 
usual  level." 

In  the  summer  of  1854,  according  to  the  report  of  Foster 
and  Whitney,  made  to  Congress  in  1850,  "  an  extraordinary 
retrocession  of  the  waters  took  place  at  the  Sault  Ste.  Marie. 
The  river  here  is  nearly  a  mile  in  width,  and  tho  depth  of 
water  over  the  sandstone  is  about  three  feet.  The  ph&nomenon 
occurred  at  noon ;  the  day  was  calm  but  cloudy ;  the  water 
retired  suddenly,  leaving  the  bed  of  the  river  bare,  except  for 
the  distance  of  about  twenty  rods  where  the  channel  is  deep- 
est,  and  remained  so  for  the  space  of  an  hour.  Persons  went 
out  and  caught  fish  in  the  pools  formed  in  the  rocky  oavitiea. 


*a 


-'«-  -f.- 


136 


THOMPSON  8   COAST  PILOT. 


The  return  of  the  waters  was  sudden,  and  presented  a  sublime 
Bpcctacle.  They  came  down  like  an  immense  surge,  roaring 
and  foaming,  and  those  who  had  incautiou'^ly  wandered  into  the 
river  bed,  had  barely  time  to  escape  being  overwhelmed. 


•f 


RISING  AND  FALLING  OF  THE  WATERS  OF  LAKE 

MICHIGAN. 
One  of  those  singular  oscillations  in  the  lakes,  or  "  Inland 
Seas,"  which  haVe  been  observed  occasionally  from  the  time  of 
the  exploration  of  the  Jesuit  fathers,  was  witnessed  recently 
in  Lake  Michigan.  A  variety  of  signs,  such  as  the  mirage  of 
the  distant  shore,  unusual  depression  of  the  barometer,  and  a 
Budden  rise  of  the  temperature  from  a  cool,  bracing  air,  to  a 
Bultry  heat,  indicated  an  unusual  commotion  in  the  atmospheric 
elements.  About  eleven  o'clock  a.  m.,  when  our  attentio:^  was 
fiy  r.  .ailed  to  the  phenomenon,  the  watcd  of  the  lake  had  riseri 
about  thirty-one  inches  above  the  ordinary  level,  and  in  the 
coarse  of  half  an  hour  they  again  receded.  Throughout  the 
whole  day  they  continaed  to  ebb  and  flow  at  intervals  of  fifleen 
or  twenty  minutes,  and  the  current  between  the  outer  and  inner 
breakwater,  near  the  Illinois  Central  Railroad  Honse,  was  so 
great  at  times  that  a  row-boat  made  little  or  no  headway  against 
it.  The  extreme  variation  between  high  and  low  water  was 
nearly  three  feet.  The  wind  all  day  was  off  shore  (from  the 
Bouthwest),  the  effect  of  which  was  to  keep  down  the  waters 
instead  of  accumulating  them  at  this  point.  About  eight 
o'clock  in  the  evening  it  veered  suddenly  to  the  northwest,  and 
blew  a  violent  gale,  accompanied  by  vivid  electrical  displays. 
This  morning  (Monday)  we  hear  of  telegraphic  lines  being  pros- 
trated, of  persons  killed  by  lightning,  etc.,  while  the  lake, 
although  agitated,  exhibits  none  of  the  pulBations  of  yesterday. 


^mm 


THOMPSON  B   C«)A8T   PILOT. 


187 


VALUABLE  MARITIME  SUGGESTIONS. 

HOW  TO  STEER  A  VESSEL  OK  STEAMnOAT  WHEN  THE  RUDDER  19  LOST 

OR  DISABLED. 

Take  one  of  the  cable  chains  and  pass  it  oat  over  th^  center  of 
the  stern,  through  the  rudder  port.  If  there  is  no  port,  make  a 
hole  through,  large  enough  for  the  chain  to  pass.  Take  a  short 
spar  or  heavy  plank  or  two,  and  lash  it  twenty  feet  from  the 
end  of  the  chain  ;  clap  on  guys  fifteen  feet  from  the  inner  end 
ot  the  planks  or  spar,  to  each  quarter,  with  tackles  to  them 
leading  fore  and  atl.  Keep  paying  out  the  guys  and  chain  until 
the  vessel  answers  to  them,  by  steering,  which  she  will  do 
without  any  difficulty.  The  end  of  the  chain  hanging  down 
from  the  after  part  of  the  planks  or  spar  will  balance  them  and 
hold  considerable  strain  in  the  watjr.  The  spar  or  planks  must 
be  heavier  according  to  the  size  of  the  chain  and  vessel. 

Another  plan  is,  in  case  of  disabling  the  rudder  going  over  a 
bar,  or  striking  rocks  close  in  shore,  to  lower  the  stern  boat 
down  with  the  plug-out,  clapping  on  guys  as  above ;  but  this 
method  would  liave  but  little  effect  until  the  boat  was  full  of 
water. 

TO  TAKE  IV  A  NEW  MAST  WITHOUT  SHEERS. 

It  often  happens  that  a  vessel  may  have  to  take  in  a  new  mast 
where  there  are  no  sheers  to  be  got,  or  of  sufficient  size  to  do 
the  work.  In  this  ease  the  following  directions  may  be  used 
successfully.  Knock  out  the  wedges ;  take  a  thick  oak  plank 
and  lay  it  on  the  deck,  forward  of  the  mast,  securing  it  to  the 
deck  by  spiking.  Then  clap  on  a  tackle  to  the  stay  to  bowse 
the  mast-head  forward;  clap  on  two  after  guys  to  the  mast- 
head, and  lead  them  well  aft  on  each  side,  and  make  them  fast, 
BO  that  they  can  be  eased  away  when  the  mast-head  is  hauled 
forward.  Clap  on  tackles,  furward  and  aft,  to  the  lower  part  of 
the  mast,  two  or  three  feet  from  the  deck,  and  two  guys,  one  on 
each  side,  to  the  stanchions  of  the  bulwarks;  make  three  or 
four  small  wedges  of  iron,  sufficiently  thick  to  relieve  the  saw 
in  passing  throngfa  the  mast.  Out  the  mast,  just  level  with  the 
oak  plank,  and  when  through,  bowse  the  heel  of  the  mast  for- 
ward on  to  the  plank,  securing  it  well  with  the  guys  and 


r 


138 


THOMPSONS   CX)APT    PII/tT. 


t.'  iKles ;  then  bowse  the  head  of  the  mast  forward,  so  that  the 
tackle  from  the  mast-hearl  will  plumb  the  stump;  overhaul  the 
tackle  down,  and  make  it  fast  to  the  stump ;  haul  it  out,  put  it 
over  the  side,  clap  on  to  the  new  mast,  hoi<it  it  in  and  step  it  in 
the  place  of  the  old  one.  Take  the  same  tackle,  shift  it  to  the 
fore  part  of  the  new  mast;  clap  on  to  the  old  one  (now  a  der- 
rick) and  send  it  over  the  side  or  on  the  dock,  and  it  is  done. 
The  only  precaution  necessary  is  to  keep  the  stay  and  alter- 
gnys  well  taut.  The  standing  rigging  needs  no  slacking  until 
you  want  to  send  the  old  spar  over  the  side.  This  is  a  good, 
safe  way  of  taking  m  a  new  mast  and  getting  out  an  old  one, 
when  the  lower  part  of  the  mast  is  of  no  service,  or  no  sheers 
are  at  band. 

LKE  WAT. 

The  quantity  of  lee  way  to  be  allowed  will  depend  upon  a 
variety  of  circumstances,  as  the  mould  and  trim  of  a  vessel,  the 
quantity  of  sail  carried,  her  velocity  through  the  water,  etc., 
hence  no  general  rules  can  be  laid  down  with  accuracy  that 
will  determine  the  quantity  of*  lee  way  in  all  oases.  The  fol- 
lowing have,  however,  been  usually  given  by  most  practical 
navig!*tor8  for  a  full-rigged  ship.  Our  lake  vessels,  with  center- 
boards,  make  more  lee  way  in  heavy  weather  than  standing- 
keel  vessels,  of  a  greater  draught  of  water. 

RuLBS. — When  a  ship  is  close  hauled,  with  all  her  sails  set, 
the  water  smooth,  and  a  light  breeze  of  wind,  she  is  then  sup- 
'posed  to  make  little  or  no  lee  way. 

When  top-gallant  sails  are  stowed,  allow  one  point. 

When  under  close  reefed  top-sails,  allow  two  points. 

When  one  top-sail  is  stowed,  allow  two  and  a  half  points. 

When  both  top-sailn  are  stowed,  allow  three  and  a  half  points. 

When  the  fore-course  is  stowed,  allow  four  points. 

When  under  the  main-sail  only,  allow  five  points. 

When  under  a  balance  mizzen,  allow  six  points. 

When  under  bare  poles,  allow  seven  points. 

As  these  allowances  depend  entirely  upon  the  quantity  of 
gfiU  set,  without  regard  to  any  other  oircnmstanoes,  it  is  evident 
i!hat  they  can  be  considered  only  as  probable  conjectures,  and 
may,  indeed,  serve  to  make  up  a  day's  work.    But  since  the 


V^ 


1 


THonreoNs  COAST  rii.<rr. 


139 


computation  of  a  ship'H  way  rlppendH  much  upon  thp  accuracy 
of  thia  allowance,  it  would  he  proper  for  llie  officer  ot  the 
watch  to  note  this  on  a  log  slute  every  four  hours.  The  lee 
way  may  be  estimate^l  by  observinijr  the  angle  which  the  wake 
of  the  vessel  makes  with  the  point  riglit  astern,  by  means  of  a 
semi-circle  marked  on  the  tatfrail,  and  divided  into  points  and 
quarter  points,  by  means  of  which  tlie  angle  contained  between 
the  direction  of  the  wake  and  the  points  of  the  compass  directly 
astern,  may  be  easily  ascertained.  The  lee  way  thus  deter- 
mined is  to  be  allowed  on  all  courses  steered  to  the  right  hand, 
when  the  port  tacka  are  aboard,  but  to  the  left  when  the  star- 
board tacks  are  aboard. 

HOW  TO  JUDGE    WEATHER  BY  THE  SKY. 

The  color  of  the  hky.  at  particular  times,  afibrds  wonderfully 
good  guidance.  Not  only  sunset  presages  fair  weather,  but 
there  are  other  tints  which  speak  with  equal  clearness  and  accu- 
racy. A  bright  yellow  aky  in  the  evening  indicates  wind ;  a 
pale  yellow,  wet ;  a  neutral  gray  color  constitutes  a  favorable 
sign  in  the  evening  and  an  untavorable  one  in  the  morning. 
They  are  full  of  meaning  in  themselves.  If  their  forms  are  soft, 
underlined  and  feathery,  the  weather  will  be  fine ;  if  the  edges 
are  hard,  sharp  and  definite,  it  will  be  foul.  Generally  speak- 
ing, any  deep,  unusual  hues  betoken  wind  and  rain ;  while  the 
more  quiet  and  delicate  tints  bespeak  fair  weather.  Simple  as 
these  maxims  are,  the  British  Board  of  Trade  has  thought  fit 
to  publish  them  tor  the  use  of  seafaring  men. 

RBCIPKS  FOR  BLACKING  SHIPS'  STANDING  RIQOINO. 

To  half  a  barrel  of  tar  add  six  gallons  of  whisky,  four 
pounds  of  litharge,  four  pounds  of  lamp  black,  two  pails  of 
boiling  beef  pickle,  or  hot  salt  water ;  mix  well  together  and 
apply  immediately. 

Fob  Making  Black  Varnish,  No  1. — Two  pounds  of  gum 
shellac,  two  pounds  of  umber,  one  gallon  linseed  oil,  and  a 
quarter  pound  of  lamp  black ;  boil  together  for  four  hours  over 
a  slow  fire. 

For  Making  Black  Yarnish,  No.  2. — One  gallon  spirits  tur- 
pentint,  one  pound  and  four  ounces  ot  rosin,  one  pound  and 


T 


uo 


THOMPSON  8  COAST  PIUTT. 


four  ounces  lamp  blaok,  and  one  quart  of  linseed  oil ;  to  be 
boiled  on  a  slow  fire  for  half  an  hour,  then  used  or  laid  on  cold. 

For  Makino  Liquid  Blacking. — Four  ounces  of  ivory  blaok, 
five  or  six  tablespoonfuls  of  molasses,  one  and  a  half  ounces  oil 
vitriol,  one  and  a  half  ounces  of  sweet  oil,  and  six  glHf  of  vin- 
egar. Alter  mixing  the  ingredients  well  together,  and  stirring 
them  frequently,  the  blacking  will  be  fit  for  use. 

To  Makr  thk  Bkst  Drying  Oil. — Mix  one  pound  of  litharge 
of  gold  to  every  six  gallons  of  oil  (linseed);  boil  it  over  a  slow 
fire,  but  not  too  much,  lest  it  prove  too  thick  and  be  unservice- 
able, 

TO  MARK  A  LEAD  LINE. 

At  two  fathoms,  blaok  leather,  split  once;  at  three  fathoms, 
black,  split  twice,  leaving  the  lower  end  out  about  two  inches, 
which  forms  three  pieces ;  at  five  fathoms,  a  white  rag ;  at  seven 
fathoms,  a  red  rag  of  bunting;  at  ten  fathoms,  a  piece  of  leather, 
with  a  hole  in  it ;  at  thirteen,  the  same  as  three ;  at  fifteen  the 
same  as  five;  at  seventeen,  the  same  as  seven;  at  twenty  lath- 
cms,  two  knots.  Deep  sea  lead  lines  are  marked  the  same  as 
far  as  twenty  fathoms ;  then  add  one  knot  for  every  ten  fath- 
oms, and  a  small  strip  of  leather  lor  every  five  litthoms. 

MARKS  AND  DEBPS  OF  T  IB  LEAD  LINE. 

Mark  two,  mark  three,  deep  four,  mark  five,  deep  six,  mark 
aeven,  deep  eight,  and  nine,  mark  ten. 

Id  heaving  the  lead,  if  any  of  the  marks  are  even  with  the 
water's  edge,  the  mh,a  heaving  sings  out  whatever  mark  is 
shown,  and  if  it  is  a  quarter  less,  he  says,  quarter  less  five,  or 
whatever  it  may  be.  If  a  quarter  or  half  over  any  of  the  marks 
or  deeps,  he  sings  out  accordingly,  and  a  quarter  five  or  a  half 
five,  etc. 


"  To  be«ve  the  lead  the  Mamen  iprang, 
And  to  the  watchful  pilot  suns— 
Quarter  Uufivi," 


T.  8.  T. 


VisiBiLiTT. — The  windows  of  a  large  house  can  be  counted 
About  13,000  feet  or  2i  miles ;  men  and  hofMS  at  li  miles,  as 
points.  A  horse  can  be  dearly  distingvished  at  4,000  feet. 
The  movements  of  men  at  2,600  feet,  or  i  a  mile.  An  Arabic 
mile  is  when  yon  cannot  tell  a  man  from  a  woman,  in  clear 
WMthar,  with  good  eyes. 


W 


!' 


V 


THUI^PSONS   OUAflT   PILOT. 


Ul 


Vblocity  or  Wind. — A  gentle,  pleasant  wind  has  a  velocity  of 
ten  feet  per  Becond ;  a  brisk  gale  twenty  feet  per  second ;  a 
very  brisk  gale  thirty  feet  per  second ;  a  high  wind  fifty  ieet 
per  second  ;  a  very  high  wind  seventy  feet  per  second  ;  a  storm 
or  tempest  eighty  feet  per  second ;  a  great  storm  one  hundred 
feet  per  second ;  a  hurricane  one  hundred  and  twenty  feet  per 
second ;  a  violent  harrioane,  that  tears  up  trees,  eto.,  one  hun- 
dred and  fifty  feet  per  second. 


I\ 


ESTIMATED    WEIGHT   OP    CORDAGE. 

WEIGHT  OP  100   FATHOMS   EACH   SIZE. 
(Hawier  Uld  Rope  will  weigh  one-iizth  lew.) 


Size. 

Manilla. 

Tarred  Hemp 

8lM. 

Manilla 

.Tarred  Hemp 

Cordage 

Cordage. 

Oordaite. 

Cordage. 

H 

40  lbs. 

45  lbs. 

4i 

860  Iba. 

466  Iba. 

H 

60    " 

60    " 

4i 

400    " 

600    " 

H 

67    " 

80    " 

6 

600    " 

650    " 

2 

83    " 

100    " 

5i 

600    " 

750    " 

H 

100    " 

125    " 

6 

720    " 

920    •• 

2+ 

125    " 

150    " 

6* 

850    " 

1,060    " 

2* 

150    " 

190    " 

7 

1,000    " 

1,250    " 

3 

180    " 

225    " 

7i 

1,150    " 

1,400    " 

8* 

210    " 

270    " 

8 

1,300    " 

1,600    " 

2* 

250    « 

300    " 

8* 

1,4)0    " 

1,860    •• 

3» 

280    " 

860    " 

0 

1,650    •♦ 

2,100    " 

4 

820    " 

415    " 

19 


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EXPLANATION  OF  NAUTICAL  TEOS. 


Aback  :  the  Hituation  of  the  wuU  when  their  aurfiices  are  preMed  nfl 
agaiimt  the  maat  by  the  force  of  the  wind. 

Alnift,  or  aft ;  the  iitemmoBt  part  of  the  nhip.  CVirrjy  <\fl  unyt/iinff  ;  thut 
is,  carry  towardii  the  Htem.  Tlu  uuitt  raktsaft ;  that  i«,  han^  towards  the 
■tern.  "How  cheer  ye  fore  and  nflP  that  is,  how  fares  all  the  Hhip'd  com- 
pany? 

Amft  the  beam,  denotes  the  relative  situation  of  any  object  with  the  ship, 
when  the  object  is  placed  in  any  part  of  that  arc  of  the  horizon  whioh  in 
contained  between  a  line  at  right  angles  with  the  keel,  and  that  point  of 
the  compass  whioh  is  directly  opposite  to  the  ship's  course.     See  lienring. 

Aboard  ;  the  inside  of  a  ship.  "  Ab^mrd  the  main  Uifk.'"  the  order  to  draw 
the  lower  comer  of  the  mainsail  down  to  the  chcss-troe. 

About ;  the  situation  of  a  ship  as  soon  as  she  has  tacked,  or  chanj^  her 
course. 

"  AbmU  ship  /"  the  order  to  the  ship's  crew  to  prepare  for  tacking. 

Abreast;  the  situation  of  two  or  more  ships,  lying  with  their  sides  par* 
allel,  and  their  heads  equally  advanced;  in  whi^h  case  they  are  abreaat  of 
each  other. 

Adrtft;  the  state  of  a  ship  broken  from  her  moorings,  and  driving  about 
without  oontroL 

AflotU;  buoyed  up  by  the  water  from  the  ground. 

Afore  ;  all  that  part  of  a  ship  which  lies  forward,  or  near  the  stem.  It 
also  signifies /arA«r/on0ard 

After;  a  phrase  applied  to  any  object  in  the  hinder  part  of  the  ship,  a* 
the  qfleT'hatehwaif,  the  qfler-mU$,  etc. 

Aground;  the  situation  of  a  ship  when  her  bottom,  or  any  part  of  it« 
rests  on  the  ground. 

Ahead;  anything  whioh  is  situated  on  that  point  of  the  oompasa  to 
to  which  a  ship's  stem  is  directed,  is  said  to  be  ahtad  of  her.    See  Bearing. 

A-hvU;  the  situation  of  a  ship  when  all  her  sails  are  furled,  and  her 
helm  is  lashed  to  the  lee  side  ;  by  which  she  lies  nearly  with  her  side  to 
the  wind  and  sea,  her  head  being  somewhat  inclined  to  the  direction  of  the 
wind. 

A4ee;.  the  position  of  the  helm  when  it  is  put  down  to  the  lee  side. 

AUin  the  wind;  the  state  of  a  ship's  sails  when  they  are  parallel  to  the 
direction  of  the  wind,  so  as  to  shake  or  shiver. 


sit 


THoiiPfioN  «  ooAiT  piixyr. 


Ii 


t 


"All  hiinih  nhoy!"  the  mil  by  whi<h  nil  the  dhlp'n  rompnny  \n  »Hm- 
nnnpil  u|K)n  dfck. 

Aloft;  up  ill  the  topn,  at  the  maMt-heiidii,  or  anywhere  alxmt  the  higher 
rifcjcinff. 

Along»i(U ;  aide  by  aide,  or  joined  to  a  ahip,  wharf,  etc. 

Along  ahore;  iilong  the  oooat;  a  courao  which  in  in  aight  of  the  ahore,  and 
nearly  parallel  to  it. 

Aloof:  at  B  diatance.     Kfrpiiioof,  that  ia,  keep  at  a  diHtiinoo, 

AtOfiin  ;  the  old  term  for  j/ifM,  uxed  by  a  man-of-war  to  an  enemy  ;  but 
it  now  ai^ifioH  anythin^f  done  auddcnly,  or  at  onec,  by  a  number  of  men. 

AmidMhipt ;  the  middle  of  a  ahip,  either  with  re^rd  to  her  length  or 
breadth. 

Aiiehor ;  the  inatmment  by  which  a  ahip  is  held.  The  nnrhnr  i«  fonl : 
that  ia,  the  cable  has  got  about  the  fluke  of  the  anchor.  The  atirhor  is 
a-peak;  that  is,  directly  under  the  hawae-hole  of  the  ship.  The  anchor  ig 
Oreofk-biU ;  that  ia,  hanga  up  and  down  the  ahip'H  aide. 

An-end;  the  position  of  any  maat,  etc.,  when  erected  perpendicularly  on 
the  deck.     The  top-maata  are  aaid  to  be  an-end  when  they  are  hoisted  v 
their  uaual  station. 

'  A-peak;  perpendicular  to  the  anchor,  the  cable  having  been  drawn  so 
tight  as  to  bring  the  ship  directly  over  it.  The  anchor  is  then  said  to  be 
Orjtenk. 

Adiare;  on  the  shore,  aa  oppoaed  to  aboard.    It  also  means  affround. 

Attem;  any  distance  behind  a  ship,  as  opposed  to  ahead.    See  Bearing. 

At  anchor;  the  situation  of  a  ship  riding  by  her  anchor. 

Athwart;  across  the  line  of  a  ship's  course.  Athwart  hawte;  the  situa^ 
tion  of  a  ahip  when  driven  by  accident  across  the  fore  part  of  another, 
whether  they  touch  or  are  at  a  short  distance  from  each  other ;  the  trans- 
Tene  position  of  the  former  being  principally  andentood.  Athwart  the 
fore-foot ;  when  any  object  crosses  the  line  of  a  ehip'a  oonrae,  but  ahead  of 
her,  it  is  said  to  be  athwart  th^  fore-foot.  Athwart-Mpe;  reaching,  or  in  a 
direction,  across  the  ship  from  one  side  to  the  other. 

Atrip;  when  applied  to  the  anchor,  it  means  that  the  anchor  is  drawn 
ont  of  the  ground,  and  hangs  in  a  perpendicular  direction,  by  the  cable  or 
buoy-rope.  The  topsails  are  said  to  be  atrip  when  they  are  hoisted  up  to 
the  mast  head,  or  to  their  utmost  extent. 

"  Avast. f^  a  term  used  for  Stop!  or  Stay!  as  **  Avtut  hea/eing P*  do  not 
heave  any  more. 

Aweigh;  the  same  as  atrip,  when  applied  to  the  anchor. 

Awning ;  a  shelter  or  screen  of  canvas,  spread  over  the  decks  of  a  ship, 
to  keep  off  the  heat  of  the  sun.  Spread  the  awning;  extend  it  so  as  to 
cover  the  deck.    Furi  the  awning;  that  is,  roll  it  up. 


To  Back  thb  Akchor;  to  carry  out  a  small  anchor  ahead  of  the  large 


THOMItW)S  S   OOAWT    ni,«)T. 


14.^ 


onp,  in  ord^r  to  mtpport  it  in  bwl  gr<>unii,  and  ti  pifTpnt  it  fmm  |oo»»>ning 
or  pomin«  hoin««. 

Til  htirk  imtfi'ii,  in  ri*wini<,  i»»  t<>  iinp«'l  thr  hi)«t  with  her  wtom  for»mfx»t, 
by  nrnann  of  tho  obm. 

To  biirk-  thf  »iiil» ;  to  arrunge  them  in  a  iiituation  which  will  itorMion  thn 
■hip  to  move  aittprn. 

To  htifffn/tr  the  miiun  ;  to  lay  it  ahaok,  by  brinifintr  th"  "hpot  to  the  mi/- 
Zi>n  Hhroudi*. 

To  IxtUttK'f ;  to  (lontnict  a  nail  int<i  a  nurrowor  compaM,  by  folding  up  a 
part  at  one  rornrr.  Halannin^^  in  ixM-iiliur  only  to  the  nii//cn  of  a  ithip, 
and  the  mainnail  of  thoMo  vomoIh  wherein  it  in  extended  by  a  boom. 

Bnle — liitlf  thf  fHHit ;  that  iH,  throw  the  water  ont  of  her. 

liaUant  w  either  p!^  of  iron,  Nton  h,  or  gravel,  which  lont  In  ralle<l  nhin- 
gU  biiUinl ;  and  itx  umo  ia  to  bring  the  Hhip  down  to  her  l>enringii  in  the 
water,  which  her  proviHionn  and  MtoreH  will  not  do.  Trim  the  bnlUut ;  that 
is,  itpread  it  about,  and  lay  it  even.  7'A^  fxilUut  thoots;  that  w,  it  shifti, 
or  runH  over  from  one  nide  of  the  hold  )(>  the  other. 

3tre  j)i)le»  ;  when  a  f«hi]>  han  no  hu  i  1  Net,  she  in  under  fxire  jMlet. 

linrge,  a  caravel-built  )>oat,  that  rowit  with  ten  or  twelve  oant. 

Batten,  a  thin  piece  of  wood.  Brttten,  tUnen  the  luttehet,  in  to  lay  battonn 
ui>on  the  tarpaulins,  which  are  over  the  hatches,  in  bad  weather,  and  nail 
them  down,  that  they  may  not  be  waohed  off. 

Bedcon,  s  post  or  stake  erected  over  a  shoal  or  sand-bank,  aa  a  warning  to 
seamen  to  keep  at  a  distance ;  also,  a  signal  placed  at  the  top  of  hills,  etc. 

Beam,  strong  piece!*  of  timber,  stretch  iu]f  across  a  ship,  side  to  side,  to 
support  the  decks,  and  retain  the  sides  at  their  proper  distance. 

"Bear  a  hand!"  make  haste,  dispatch. 

Bearing  lignifiM  the  point  of  the  compass  which  any  two  or  more  places 
bear  from  each  other,  or  how  any  place  bears  from  the  ship  by  the  com- 
paaa ;  or  it  may  be  eaid  to  bear  on  the  beam,  abaft  the  beam,  on  the  bow, 
the  head,  or  stem,  etc. 

Bearings  of  a  »hip,  are  that  line  which  is  formed  by  the  water  upon  her 
sides  when  she  is  at  anchor,  with  her  proportion  of  ballast  and  stores  on 
board.  To  bear  to,  is  to  sail  into  a  harbor,  etc.  Bea/r  round  vp,  that  is,  put 
her  right  before  the  wind.  Bring  your  guns  to  bear,  is  to  point  them  to  the 
object. 

To  bear  in  with  the  land,  is  when  a  ship  sails  towards  the  shore. 

7b  bear  off,  to  thrust  or  keep  off  from  the  ship's  side,  etc.,  any  weight, 
when  hoisting. 

Bearing  vp,  or  bearing  away,  the  act  of  changing  the  course  of  a  ship,  in 
order  to  maku  her  run  before  the  wind,  after  she  has  sailed  some  time  with 
a  side  wind,  or  close-hauled.  It  is  generally  performed  to  arrive  at  some 
port  under  the  lea,  or  to  avoid  some  imminent  danger,  occasioned  by  a  vio- 
lent storm,  leak,  or  enemy  in  sight. 


146 


THOMl'SOM  8  OOASrr   riliOT. 


Beating  to  leivHward,  the  makinur  a  progreM  againitt  the  directiuii  of  the 
wind,  by  .steering'  alternately  nloHC-haulod  on  the  Mtiirboard  and  port  taclu. 

To  btealm,  to  intercept  the  current  of  the  wind,  in  its  pawtage  to  a  ship 
by  any  contiguous  object,  as  a  shore  alKJve  her  sails,  a  high  sea  behind,  etc., 
and  thus  one  sail  is  said  to  booalm  another. 

Before  the  beam,  denotes  an  arc  of  the  hori/on  comprehended  between 
the  line  of  the  beam,  which  is  at  right  angles  to  the  keel,  and  that  point  of 
the  compass  on  which  the  ship  stems.    See  Benring. 

Belay,  to  make  fiust  any  running  rope,  as,  Bday  the  main  brace,  or,  make  it 
fast 

Bend,  to  apply  to,  and  fasten  ;  as,  Bend  the  milt — apply  them  to  the 
yards  and  fasten  them.  Unbend  tfie  saiU,  that  is,  oast  them  off,  and  take 
them  from  the  yards.  Jler  sn  .«  are  unbent,  she  has  none  fixed.  Bend  the 
aMe,  make  it  fast  to  the  aT>chor. 

Beneaped.    See  Neaped. 

Berth;  a  place ;  as  the  sfup'a  berth;  the  place  where  she  is  moored. — An 
officer's  berth;  his  place  in  the  ship  to  eat  or  sleep  in. — Berth  tfie  Mp'a  evm- 
puny;  that  is,  allot  to  them  their  places  to  mess  in.  Berth  the  hammackt; 
point  out  where  each  man's  hammock  is  to  hang. 

Between  decks,  the  space  contained  between  any  two  decks  of  a  ship. 

Bight  of  a  r»pe;  the  double  part  of  a  rope  when  it  is  folded. — Bight;  a 
narrow  inlet  of  the  sea. 

B^e;  to  break. — I'he  ship  it  bilged;  that  is,  her  planks  are  broken  in  by 
▼iolenoe. 

BOge-waier  is  that  which,  by  reason  of  the  flatness  of  the  ship's  bottom, 
lies  on  her  floor,  and  oannot  go  to  the  well  of  the  pump. 

Binnacle;  a  kind  of  box  to  contain  the  oompaaaes  in  upon  deck. 

Bute;  very  large  pieces  of  timber  in  the  fore  part  of  a  ship,  round 
which  the  cables  are  fastened  when  the  ship  is  at  anchor. — AfU/rAtHU;  a 
smaller  kind  of  bitta  upon  the  quarter-deok,  for  belaying  the  running 
riggiTig  to. 

To  biXt  the  cable,  is  to  confine  the  cable  to  the  bitts,  by  one  torn  under 
the  oross-pieoe,  and  another  turn  round  tho  bitt-head.  In  this  position  it 
may  be  either  kept  fixed,  or  it  may  be  veered  away. 

Bitter;  the  turn  of  the  cable  round  the  bitts. — Bitterend;  that  part  of 
the  cable  which  stays  within  board,  round  about  the  bitts,  when  the  ship 
is  at  anchor. 

Block;  a  piece  of  wood,  with  mnning  Hheaves  or  wheels  in  it,  through 
which  the  running  rigging  is  passed,  to  add  to  the  purchase. 

Board;  to  board  a  ship,  is  to  enter  it  in  a  hostile  manner,  to  enter  a  ship. 

Board;  to  make  a  board  is  making  a  stretch  upon  any  taok,  when  a 
ahip  is  working  upon  a  wind.  To  board  it  up;  that  is  to  turn  to  windward. 
— The  ship  has  made  a  stern  board;  that  is,  when  she  loses  ground  in  work- 
ing uiKtn  a  wiud. 


l- 


THOMPSON'b  00A8T   PILOT.  147 

Boatmem'n;  the  officer  who  has  charge  of  all  the  cordage,  rigging, 
anchors,  etc. 

Bold-thare;  a  steep  coast,  permitting  the  close  approach  of  shipping. 

BoU-rope;  the  rope  which  goes  ix)und  a  sail,  and  to  which  the  canvas  it 
sewed.  The  8ide  ropes  are  called  leach-ropes;  that  at  the  top,  the  h^d- 
rope;  and  that  at  the  bottom,  the  foot-rope.  .i^^ 

Bonnet  of  a  mil  is  an  additional  piece  of  canvas,  put  to  the  sail  in  mod- 
erate weather,  to  hold  more  wind. — Lnee  on  thtt  bonnet;  that  is,  fasten  it  to 
the  sail. — Shake  off  the  bonnet;  take  it  off. 

Boot-topping;  cleaning  the  upper  part  of  a  ship's  bottom,  or  that  part 
which  lies  immediately  under  the  surface  ef  the  water,  and  daubing  it  over 
with  tallow,  or  with  a  mixture  of  tallow,  sulphur,  rosin,  etc. 

Both  gheetg  aft;  the  situation  of  a  ship  sailing  right  before  the  wind. 

Bow-grace;  a  frame  of  old  rope  or  junk,  laid  out  at  the  bows,  stems,  and 
sides  of  ships,  to  prevent  them  from  being  injured  by  flakes  of  ice. 
'    Bow4ine»;  lines  made  fast  to  the  siden  of  the  sails,  to  haul  them  forward 
when  upon  a  wind,  which,  being  hauled  taut,  enable  the  ship  to  come 
nearer  to  the  wind. 

To  bowse;  to  pull  upon  any  body  with  a  tackle,  in  order  to  remove  it. 

Bowsprit;  a  large  mast  or  piece  of  timber  which  stands  out  from  the 
bows  of  a  ship. 

BoxhauUng;  a  particular  method  of  veering  a  ship,  when  the  swell  of 
the  sea  renders  tacking  impracticable. 

Boxing;  an  operation  somewhat  similar  to  boxhauling.  It  is  performed 
by  laying  the  head  sails  aback,  to  receive  the  greatest  force  of  the  wind  in 
a  line  perpeudicnlar  to  their  surfaces,  in  order  to  turn  the  ship's  head  into 
the  line  of  her  contse,  after  she  has  inclined  to  the  windward  of  it. 

Braces;  the  ropea  by  which  the  yards  are  turned  about,  to  form  the  sails 
to  the  wind. 

Ta  brace  Oieffords;  to  move  the  yards,  by  means  of  the  braces,  to  any  direo- 
tion  required. — To  brace  about;  to  brace  the  yards  round  for  the  contrary 
tack. — To  brace  sharp;  to  brace  the  yards  to  a  position  in  which  they  will 
make  the  smallest  possible  angle  with  the  keel,  for  the  ship  to  have  head- 
way.— To  brace  to;  to  ease  off  the  lee  braces,  and  round  in  the  weather 
faracee,  to  aasiat  tfie  motion  of  the  ship's  head  in  tacking. 

Brails;  a  name  peculiar  only  to  certain  ropes  belonging  to  the  miuea, 
used  to  tmaa  it  up  to  the  mast ;  but  it  is  likewise  applied  to  all  the  ropea  *' 

which  are  employed  in  hauling  up  the  bottom*,  lower  comers,  and  skirts  of  | 

the  other  great  sails.— 7b  brail  up,  to  haul  up  a  sail  by  meaaa  of  the  brails,  I 

far  the  more  ready  furling  it  when  neceaeary.  i^ 

To  brtak  bntk,  to  begin  to  unload  a  ship.  | 

7b  break  shttr.  When  a  ship  at  anchor  is  forced,  by  the  wind  or  oarreat, 
fkom  that  pesitioB  ia  whioh  she  keeps  her  anchor  most  free  of  herself  and 


J 


U8 


TIIOMI-SON  8   COAST    PILOT. 


moAt  firm  in  the  ground,  bo  as  to  endanger  the  tripping  of  her  anchor,  8he 
is  said  to  to  break  her  sheer. 

breaming,  burning  off  the  filth  from  a  ship's  bottom. 

Brea*t-fa»t,  a  rope  employed  to  confine  a  ship  sideways  to  a  wharf,  or  to 
some  other  ship. 

To  bring  by  the  lee. — See  To  broach  to. 

To  bring  to,  to  check  the  course  of  a  ship  when  she  is  advancing,  by 
arranging  the  sails  in  such  a  manner  that  they  shall  counteract  each  other, 
and  prevent  her  from  either  retreating  or  advancing. — See  To  lie  to. 

To  I  >'H..c:^  to,  to  incline  suddenly  to  windward  of  the  ship's  course,  so  as 
to  present  her  side  to  the  wind,  and  endanger  her  oversetting.  The  difi'er- 
ence  between  broaching  to  and  bringing  by  the  lee  may  be  thus  defined : 
Suppose  a  ship,  under  great  sail,  is  steering  south,  having  the  wind  at  NN 
W ;  then  west  is  the  weather  side  and  east  the  lee  side.  If,  by  any  acci- 
dent, her  head  turns  round  to  the  westward,  so  that  her  sails  are  all  taken 
aback  on  the  weather-side,  she  is  said  to  broach  to.  If,  on  the  contrary, 
her  head  declines  so  far  eastward  as  to  lay  her  sails  aback  on  that  side 
which  was  the  lee-side,  it  is  called  bringing  by  the  lee. 

Broadtide,  a  discharge  of  all  the  gfuns  on  one  side  of  a  ship,  both  above 
and  below. 

Broken-baeked,  the  state  of  a  ship  which  is  so  loosened  in  her  frame  as  to 
drop  at  each  end. 

By  the  board,  over  the  ship's  side.  • 

Bg  the  fiead,  the  state  of  a  ship  when  she  is  so  unequally  lotuled  as  to 
draw  more  water  forward  than  aft. 

By  the  wind,  the  course  of  a  ship  as  near  as  possible  to  the  direction  of 
the  wind,  which  is  generally  within  six  points  of  it. 

Bunirlinet,  ropes  fastened  to  the  foot-rope  of  square-Mula,  to  draw  them 
up  to  the  middle  of  the  yards  for  furling. 

Buoy,  a  floating  conical  cask,  moored  upon  shoals,  to  show  where  the 
danger  is ;  it  is  also  attached  to  anchors,  to  show  where  they  lie,  in  case  the 
cable  breaks. 

Gap,  a  strong,  thick  block  of  wood,  having  two  large  holes  through  it, 
the  one  square,  the  other  round ;  used  to  confine  the  two  masta  together. 

Gaptize,  overturn.— rA«  boat  is  eapueed,  that  is,  oversel. — Capriae  the  eoU 
of  rope,  that  is,  turn  it  over. 

Capstan,  an  instrument  by  which  the  anchor  is  weighed  out  of  the 
ground ;  used  also  for  setting  up  the  shrouds,  and  other  work  where  a  great 
purchase  is  required. 

To  eareen,  to  incline  a  ship  on  one  side  so  low  down  by  shifting  the  oargo 
or  stores  on  one  side,  that  her  bottom  on  the  other  side  may  be  clauued  by 
Iweaming. 

7b  carry  away,  to  break ;  ■•  A  tMp  hat  earritd  mtay  htr  bowprit,  that  i% 
kM  krakw  it  tM. 


. 


w 


Thompson's  coast  pilot. 


149 


Cfuting,  the  motion  of  falling  off,  so  as  to  bring  the  direction  of  the  wind 
on  either  side  of  the  ship,  after  it  has  blown  some  time  right  ahead.  It  ia 
particularly  applied  to  a  ship  about  to  weigh  anchor. 

Cat-heads,  the  timbers  on  a  ship's  bow8,  with  sheaves  in  them,  by  which 
the  anchor  is  hoisted,  after  it  has  been  hore  up  by  the  cable. 

To  eat  the  anchor,  is  to  hook  the  cat-block  to  the  ring  of  the  anchor,  and 
haul  it  up  close  to  the  cat-head. 

Cat'a-paw,  is  a  light  air  of  wind  perceived  at  a  distance  in  a  calm,  sweep- 
ing the  surface  of  the  sea  very  lightly,  and  dying  away  before  it  reaches 
the  ship. 

Caulking,  is  filling  the  seams  of  a  ship  with  oakum. 

Center.  This  word  is  applied  to  that  squadron  of  a  fleet,  in  a  line  of 
battle,  which  occupies  the  middle  of  a  line ;  and  to  that  column,  in  the 
order  of  sailing,  which  is  between  the  weather  and  lee  columns. 

Chains,  a  place  built  on  the  sides  of  the  ship,  projecting  out,  and  at 
which  the  shrouds  are  fastened,  for  the  purpose  of  giving  them  a  greater 
angle  than  they  could  have  if  fastened  to  the  ship's  side,  and  of  course  giv- 
ing them  a  greater  power  to  secure  the  mast. 

Chain-pUUes,  are  plates  of  iron  fastened  to  the  ship's  sides  under  the 
chains,  and  to  these  plates  the  dead-eyes  are  fastened. 

Chapeling,  the  act  of  turning  a  ship  round  in  a  light  breeze  of  wind, 
when  she  is  close-hauled,  so  that  she  will  lie  the  same  way  she  did 
before.  This  is  usually  occasioned  by  negligence  in  steering,  or  by  a  sad' 
den  change  of  wind. 

Cfuue,  a  vessel  pursued  by  some  other. — Chaser,  the  vessel  pursuing. 

Cheerily,  a  phrase  implying  heartily,  quickly,  eheerfuUy. 

To  elaw  off,  to  turn  to  windward  from  a  lee  shore,  to  escape  shipwreck, 
etc. 

Clear  is  Tsrionslj^  applied.  The  weather  is  said  to  be  clear  when  it  is 
fair  and  open ;  the  sea  coast  is  dear  when  the  navigation  is  not  interrupted 
by  rooks,  etc.  It  is  applied  to  cordage,  cables,  etc.,  when  they  are  disen- 
tangled,  so  as  to  be  ready  for  immediate  service.  In  all  these  senses,  it  is 
opposed  to  foul. — To  clear  the  anchor,  is  to  get  the  cable  off  the  flukes,  and 
to  disencumber  it  of  ropes,  ready  for  dropping. — Clear  hawse,  when  the 
cables  are  directed  to  their  anchors  without  lying  athwart  the  stem.  To 
clear  the  hawse,  is  to  untwist  the  cables  when  they  are  entangled  by  having 
either  a  cross,  an  elbow,  or  a  round  turn. 

Clew-lines  are  ropes  which  come  down  from  the  yards  to  the  lower  cor- 
ners of  the  sails,  and  by  which  the  corners  or  clews  of  the  sails  are  hauled 
up. 

OKmo  of  a  sail,  the  lower  oomers  of  square-sails,  but  the  aftermost  only  of 
stay-sails,  the  lower  corner  being  called  the  tack. 

To  dew  up,  to  haul  up  the  olews  of  a  sail  to  its  yard  by  meaos  of  th* 
•l«w-liaM,  eto.  ,   * 

80 


»=irr 


160 


THOMPSOM's  OOAflrr  PILOT. 


OUnehed,  made  fast,  as  the  cable  is  to  the  ring  of  the  anchor. 

Clote-hauUd,  that  trim  of  the  ship's  sails,  when  she  endeavors  to  make  • 
progress  in  the  nearest  direction  possible  toward  that  point  of  the  compaaa 
f^om  which  the  wind  blows. 

To  dub-haul,  a  method  of  tacking  a  ship  when  it  is  expected  she  will 
miss  stays  on  a  lee  shore. 

Goaating,  the  act  of  making  a  progress  along  the  sea  coast  of  any  conntrj. 

7b  eoil  a  rope,  a  eatHe,  etc.,  to  lay  it  round  in  a  ring,  one  turn  or  fake 
orer  another. 

To  time  home.  The  anchor  is  said  to  come  home  when  it  loosens  fh>m  the 
ground  by  the  effort  of  the  cable,  and  approaches  the  place  where  the  ship 
floated,  ai  the  length  of  her  moorings. 

Ooming  to,  denotes  the  approach  of  a  ship's  head  to  the  direction  of  the 
wind. 

Oourte,  the  point  of  the  compass  upon  which  the  ship  sails. — Courses,  a 
■hip's  lower  sails ;  as,  the  foresail  is  the  fore-course,  the  mainsail  the  main- 
course,  etc. — The  ship  is  under  her  courses — that  is,  has  no  sail  set  but  the   i 
mainsail,  foresail,  and  mizzen.  i  i 

Coxswain,  the  person  who  steers  the  boat. 

Orarik. — The  ship  is  crank,  that  is,  she  has  not  a  sufBoient  cargo  or  bal> 
last  to  render  her  capable  of  bearing  sail,  without  being  exposed  to  the 
danger  of  oversetting. 

Ortns-foot,  is  a  number  of  small  lines,  spread  from  the  fore  parts  of  the 
tops,  by  means  of  a  piece  of  wood  through  which  they  pass,  and,  being 
hauled  taut  upon  the  stays,  they  prevent  the  foot  of  the  topsails  catching 
under  the  top  rim ;  they  are  also  used  to  suspend  the  awningpi. 

Oun,  to  direct.  To  cun  a  ship,  is  to  direct  the  man  at  the  heljn  how  to 
steer. 

To  cut  and  run,  to  out  the  cable,  and  make  sail  instantly,  without  wait- 
ing to  weigh  anchor. 

Dattt,  a  long  beam  of  timber,  used  as  a  crane,  whereby  to  hoiat  the 
flukes  of  the  anchor  to  the  top  of  the  bow,  without  injuring  the  planks  of 
the  ship's  sides  as  it  ascends.  There  is  always  a  davit,  of  a  smaller  kind, 
fixed  to  the  long-boat  to  weigh  the  anchor  by  the  buoy-rope. 

To  deaden  a  shijfs  way,  to  impede  her  progress  through  the  waiter. 

Dead  eyes,  blocks  of  wood  through  which  the  laniards  of  the  shrouds  are 
reeved. 

Dead-lights,  a  kind  of  window  shutter  for  the  windows  in  the  stem  of  a 
■hip,  used  in  very  bad  weather  only. 

Dead-teater,  the  eddy  of  water,  which  appears  like  whirlpools,  dosing  in 
with  the  ship's  stem  ■■  she  muIs  on. 

Dttt^Mnd,  the  wind  right  againat  the  ahip,  or  blowing  from  the  very 
pelat  to  whiah  ak»  wants  te  go. 


THOMFSOM'S   OOAflT   PILOT. 


Ul 


Ditnuuted,  the  state  of  a  ship  that  han  loHt  her  mantti. 

Dog-tane,  a  siu'^il  vane  with  feathers  and  (x>rk,  and  placed  on  the  ship's 
quarter,  for  thu  men  at  oun  and  helm  to  see  the  course  of  the  wind  hj. 

Dog-watch,  the  watches  from  four  to  six,  and  from  six  to  eight  in  th« 
evening. 

Doubling,  the  act  of  sailing  round,  or  passing  beyond  a  cape  or  point  of 
land.  Doubling  upon,  the  act  of  inclosing  any  part  of  a  hostile  fleet 
between  two  fires,  or  of  caunonading  it  on  both  sides. 

Doute,  to  lower  suddenly,  or  slacken ;  to  strike  or  haul  down ;  as,  Douie 
the  top-gaUant-^cUU,  that  is,  lower  them. 

Down-haul,  the  rope  by  which  any  sail  is  hauled  down,  as  the  jib  4own- 
haul. 

To  drag  the  anchor,  to  trail  it  along  the  bottom,  after  it  is  loosened  from 
the  ground. 

To  draw,  when  a  sail  is  inflated  by  the  wind,  so  as  to  advance  the  veuel 
in  her  course,  the  sail  is  said  to  draw,  and  so,  To  keep  all  drawing,  ia  to 
inflate  all  the  sails. 

Drift,  the  angle  which  the  line  of  a  ship's  motion  makes  with  the  nearest 
meridian,  when  she  drives  with  her  side  to  the  wind  and  waves,  and  is  not 
governed  by  the  power  of  the  helm.  It  also  implies  the  distance  which  the 
■hip  drives  on  that  line. 

Driver,  a  large  sail  set  upon  the  mizzen^yards  iu  light  winds.  Driv*-^ 
Tfie  ship  drives,  that  is,  her  anchor  comes  through  the  ground. 

Drop,  used  sometimes  to  denote  the  depth  of  a  sail;  as.  The  fore-top-saO, 
drops  twelve  yards. 

To  drop  anchor,  used  synonjrmously  with  to  anchor.  To  drop  astern,  th« 
retrograde  motion  of  a  ship. 

Dunnage,  a  quantity  of  loose  wood,  etc.,  laid  &':  the  bottom  of  a  ship,  to 
keep  the  goods  from  being  damaged. 

Earingb,  small  ropes  used  to  fasten  the  upper  comers  of  sails  to  the 
yards. 

To  ease,  to  ease  away,  or  to  ease  off— to  slacken  gradually ;  thus  they  txf. 
Base  the  bow-line,  ease  the  sheet. 

"Base  the  ship!"  the  command  given  by  the  pilot  to  the  steersman,  to 
put  the  helm  hard  a-lee,  when  the  ship  is  expected  to  plunge  hnr  fore  part 
deep  in  the  water  when  close-hauled. 

To  edge  away,  to  decline  gradually  from  the  shore,  or  from  the  line  of 
the  course  which  the  ship  formerly  held,  in  order  to  go  more  large. 

To  edge  in  with,  to  advance  gradually  towards  the  shore,  or  any  other 
object. 

Elbow  in  the  hawse,  is  when  a  ship,  being  moored,  has  gone  round,  upon 
tixe  shifting  of  the  tides,  twice  the  wrong  way,  so  as  to  lay  the  cables  one 
over  the  other.  Having  gone  once  wrong,  she  makes  a  eroes  in  the  hawis; 
and  going  three  timer  wrong,  she  makes  a  round  turn. 


# 


169 


THOMPSON'S  COAST  FILOT. 


End  for  end,  a  term  uiied  when  a  rope  runii  all  ont  of  a  block,  and  is 
unreeved ;  or,  in  coming  to  an  anchor,  if  the  Htoppera  are  not  well  put  on, 
and  the  cable  runs  all  out,  it  is  said  to  have  gone  out  end  for  end. 

End  on,  when  a  ship  advances  to  a  shore,  rook,  etc.,  without  an  apparent 
possibility  of  preventing  her,  she  is  said  to  go  end  on  for  the  shore,  etc. 

Engagement,  action  or  fight. 

Enaign,  the  flag  worn  at  the  stem  of  a  ship. 

Entering-port,  a  large  port  in  the  side  of  three-deckers,  leading  into  the 
middle  deck,  to  save  the  trouble  of  going  up  the  ship's  side  to  get  on  board. 

Even  keel,  when  the  keel  is  parallel  with  the  horizon,  a  ship  is  said  to  be 
upon  an  even  keel. 


I 


Faib,  a  general  term  for  the  disposition  of  the  wind,  when  favorable  to  a 
ship's  course. 

Fair  way,  the  channel  of  a  narrow  bay,  river  or  haven,  in  which  ships 
usually  advance  in  their  passage  up  and  down. 

Eack,  ox  fake,  one  circle  of  any  rope  or  cable  coiled. 

Eag-end,  the  end  of  any  rope  which  is  become  untwisted  by  frequent 
use ;  to  prevent  which,  the  ends  of  ropes  are  wound  round  with  pieces  of 
twine,  which  operation  is  called  whipping. 

To  fall  aboard  of,  to  strike  or  encounter  another  ship,  when  one  or  both 
•re  in  motion.  TofuU  astern,  the  motion  of  a  ship  with  her  stem  fore- 
most To  fall  calm,  to  become  in  a  state  of  rest  by  a  total  cessation  of  the 
wind.  To  fall  down,  to  sail  or  be  towed  down  a  river  nearer  towards  its 
mouth. 

FaUing  off,  denotes  the  motion  of  the  ship's  head  from  the  direction  of 
the  wind.    It  is  used  in  opposition  to  coming  to. 

"  Fall  not  off,  or  noOiing  off!"   the  command  of  the  ateeraman  to  keep  i-  9 
■hip  near  the  wind. 
,..  Fathom,  a  measure  of  six  feet. 

To  fetch  away,  to  be  shaken  or  agitated  from  one  side  to  another,  so  as  to 
loosen  anything  which  before  was  fixed. 

Fid,  a  square  bar  of  wood  or  iron,  with  shoulders  at  one  end,  used  to 
support  the  weight  of  the  topmast,  when  erected  at  the  head  of  a  lower 
mast. — Fid  for  gplicing,  a  large  piece  of  wood,  of  a  conical  figur9,'u8ed  to 
extend  the  strands  and  layers  of  cables  in  splicing. 

To  fOl,  to  brace  the  sails  so  as  to  receive  the  wind  in  them,  and  advance 
the  ship  in  her  course,  after  they  have  been  either  shivering  or  braced 
aback. 

Fi»h,  a  large  piece  of  wood. — Fish  the  mast,  apply  a  large  piece  of  wood 
to  it  to  strengthen  it. 

Fish4Mok,  a  large  hook,  by  which  the  anchor  is  received  and  brought  to 
the  oat-head;  and  the  taokle  whioh  is  used  for  this  purpose  is  called  tha 
jith  taekU  ' 


THOMPSON*!  COAST  PILOT. 


158 


Tofith  the  anrKor,  to  draw  up  the  flukon  of  the  anchor  towards  the  top  of 
the  bow,  in  order  to  Htow  it,  after  having  been  catted. 

Flag,  a  general  name  for  colont  worn  and  UHed  bj  shipe  of  war. 

Flit-tifl,  the  situation  of  the  sails  when  their  surfaces  are  pressed  aft 
against  the  mast  by  the  force  of  the  wind. 

To  JUtt  in,  to  draw  in  the  aftermost  lower  comer,  ur  clew,  of  a  sail 
towards  the  middle  of  the  ship,  to  give  the  sail  a  greater  power  to  turn  the 
Tessel. — To  flat  in  forward,  to  draw  in  the  fore-sheet,  jib-sheet,  and  fore* 
staysail-sheet,  towards  the  middle  of  the  ship. 

Flaw,  a  sudden  breeze  or  gust  of  wind. 

Floating,  the  state  of  being  buoyed  up  by  the  water  from  the  ground. 

Flood-tide,  the  state  of  a  tide  when  it  flows  or  rises. 

Floteing-nheelt,  the  position  of  the  sheets  of  the  principal  sails  when  they 
are  loosened  from  the  wind  so  as  to  receive  it  into  their  cavities  more  nearly 
perpendicular  than  when -close-hauled,  but  more  obliquely  than  when  the 
ship  sails  before  the  wind.  A  ship  going  two  or  three  points  large  has 
flotoing-sheeta. 

Fore,  that  part  of  a  ship's  frame  and  machinery  that  lies  near  the  stem. — 
Fore  and  aft,  throughout  the  whole  ship's  length ;  lengthwise  of  the  ship. 

Fore-reach,  to  shoot  ahead,  or  go  past  another  vessel. 

To  force  over,  to  force  a  ship  violently  over  a  shoal  by  a  great  quantity  of 
■ail. 

Forward,  toward  the  fore  part  of  a  ship. 

Foul  is  used  in  opposition  both  to  dear  and  fair.  Aa  opposed  to  dear, 
we  say,  foul  weather,  foul  bottom,  foul  ground,  foul  anchor,  foul  haute.  As 
opposed  to  fair,  we  ta.j,foul  wind. 

To  founder,  to  sink  at  sea  by  filling  with  water. 

To  free.  Pumping  ia  said  to  free  a  ship,  when  it  discharges  more  water 
than  leaks  into  her. 

Tofrethen.  When  a  gale  increases,  it  is  said  to  frethen. — To  freahen  the 
hawae,  to  veer  out  or  heave  in  a  little  cable,  to  let  another  part  of  it  endure 
the  stress  of  the  hawse-hole.  It  is  also  applied  to  the  act  of  renewing  the 
service  round  the  cable  at  the  hawse-hole. 

Frethen  the  baUaat,  divide  or  separate  it. 

FreA  way.  When  a  ship  increases  her  velocity,  she  is  said  to  gpet  freth 
way. 

FuU,  the  situation  of  the  sails  when  they  are  kept  distended  by  the 
wind. 

FuU  and  by,  the  situation  of  a  ship,  wit^  regard  to  the  wind,  when  close- 
hauled,  and  sailing  bo  as  neither  to  steer  too  nigh  the  direction,  nor  to 
deviate  to  leeward. 

To  furl,  to  wrap  or  to  roll  a  sail  close  up  to  the  yard  or  stay  to  which  it 
belongs,  and  to  wind  a  oord  around  it  to  keep  it  fast 


1- 


Tmnmnrnr^na^f^ 


■■w^Tfn—- »f-!w— •••^•wwp* 


164 


THQKPSCnr's  COAST  PILST. 


Oacoe  of  thr  Ship,  hor  depth  of  water,  or  what  water  she  draws. 

To  ffitin  l/u  leiiiil,  to  arrive  on  the  weather  aide,  or  to  windward  of  some 
ahip  or  fleet  in  iii^ht,  when  both  are  sailing  as  near  the  wind  as  possible. 

Gammon  the  hmeitprit,  secure  it  by  turns  of  a  strong  rope  passed  round  it, 
and  into  the  cutwater,  to  prevent  it  from  having  too  much  motion. 

OangtJD/ty,  that  part  of  a  ship's  side,  both  within  and  without,  by  which 
persons  enter  and  depart. 

Garhoard  $trmk,  the  first  range  or  streak  of  planks  laid  in  a  ship's  bot- 
tom next  the  keel. 

Gu^kft,  the  rope  which  is  passed  round  the  sail,  to  bind  it  to  the  yard, 
when  it  is  furled. 

To  gather.  A  ship  is  said  to  gather  on  another  as  she  comes  nearer  to 
her. 

GimVleting,  the  action  of  tumini^  the  anchor  round  by  the  stock,  so  that 
the  motion  of  the  stock  appears  similar  to  that  of  the  handle  of  a  gimblet, 
when  employed  to  turn  the  wire. 

Girt.    The  ship  is  girt  with  her  cables  when  she  is  too  tight  moored. 

To  give  ehnae  to,  to  pursue  a  ship  or  fleet. 

Goo»6  mngs  of  a  sail,  the  clews  or  lower  comers  of  a  ship's  mainsail  or 
foresail,  when  the  middle  part  is  furled  or  tied  up  to  the  yard. 

Grappling-iron,  a  thing  in  the  nature  of  an  anchor,  with  four  or  six 
flukes  to  it. 

Grave,  to  bum  off  the  filth  from  a  ship's  bottom. 

Gri^fifa  ship,  that  thin  part  of  her  which  is  under  the  counter,  and  to 
which  the  stem-post  joins. — The  thip  gripet,  that  is,  toma  her  head  too 
much  to  the  wind. 

Grommst,  a  piece  of  rope  laid  into  a  circular  form,  and  nijed  for  large 
boats'  oars  instead  of  rowlocks,  and  also  for  many  other  pmrpoaes. 

Grounding,  the  laying  the  ship  ashore,  in  order  to  repair  her.  It  is  also 
applied  to  running  aground  accidentally. 

Ground  taekls,  everything  belonging  to  a  ship's  anchors,  and  which  ara 
necessary  for  anchoring  or  mooring ;  such  as  cables,  hawsers,  tow-lines, 
warps,  buoy-ropes,  etc. 

Ground  tier,  that  is,  the  tier  of  water  casks  whieh  is  lowest  in  the  hold, 
and  is  among  the  shingle  ballast. 

Choteing,  stretching  out ;  applied  to  the  direction  of  the  cable  from  the 
ship  toward  the  anchors ;  as.  The  cable  grows  on  the  starboard  bow. 

Gunwale,  the  upper  edge  of  a  ship's  side. 

Gun^oom^  a  division  of  the  l(>wer  deck  abaft,  inclosed  with  net-work, 
for  the  use  of  the  gunner  and  his  stores. 

Gybing,  the  act  of  shifting  any  boom-sail  from  one  side  of  the  mast  to 
the  other. 


Thompson's  ooast  piuyr. 


166 


Hail,  to  call  to  another  ship. 

HiMittnU,  the  ropea  by  which  the  saiU  are  hoUted ;  aa,  the  tojhtail  hal- 
liard*, or  jilhhuUiurds,  etc. 

Utinding,  the  same  aa  furling.  i. 

Hard  a-weather,  put  the  tiller  quite  up  to  windward.  -i  i 

Haul,  pull. 

To  hiiut  the  wind,  to  direot  the  shin's  oo  irse  nearer  to  the  point  from 
which  the  wind  blows. 

HauM-holst,  the  holes  in  the  bows  of  the  ship  through  which  the  cables 
pass. — Freahen  hnw$e,  veer  out  more  oable. — Clap  a  terviea  in  the  h'lWM; 
put  somewhat  round  the  cable  at  the  hawse-hole  to  prevent  its  chafing. — 
To  cle<tr  hawse,  is  to  untwist  the  cables  where  a  ship  is  moored,  and  has  got 
a  foul  hawse. — Athwart  haw»e,  is  to  be  across  or  before  another  ship's  head. 

Uawier,  a  small  kind  of  oable. 

Head-fiitt,  a  rope  employed  to  confine  the  head  of  a  ship  to  a  wharf  or  to 
some  other  ship. 

Headmott,  the  situation  of  any  ship  or  ships  which  are  the  most  advanced 
in  a  fleet. — HeadrMiU,  all  the  sails  which  belong  to  the  foremast  and  bow 
■prit. 

Head  Md.  When  the  waves  meet  the  head  of  a  ship  in  her  course,  the^ 
are  called  a  head-aea.  It  is  likewise  applied  to  a  single  w»t«  coming  in 
that  direction.  ' 

Head  to  wind,  the  8l<,uation  of  a  ship  when  her  head  is  turned  to  the  point 
from  which  the  wind  blows,  as  it  must  be  when  tacking. 

Head-^eay,  the  motion  of  advancing,  used  in  opposition  to  stem-way. 

To  heave,  to  torn  about  a  capstan,  or  other  machine  of  the  like  kind,  by 
means  of  bars,  handspikes,  eto. — To  heave  ahead,  to  advance  the  ship  by 
heaving  in  the  cable  or  other  rope  fastened  to  an  anchor  at  some  distance 
before  her. — To  heave  a-peak,  to  heave  in  the  cable  till  the  anchor  is  a-peak. 
To  fieave  attem,  to  move  a  ship  backwards  by  an  operation  similar  to  that 
of  heaving  ahead. — To  heave  down,  to  careen. — To  heave  in  the  eaUe,  to 
draw  the  cable  into  the  ship,  by  turning  the  capstan. — To  heave  in  itayt,  to 
bring  a  ship's  head  to  the  wind,  by  a  management  of  the  sails  and  rudder, 
in  order  to  get  on  the  other  taok. — To  heave  out,  to  unfurl  or  loose  a  sail ; 
more  particularly  applied  to  the  staysails ;  thus  we  say,  loose  the  topsails, 
and  heaiee  out  the  staysails. — To  heave  thort,  to  draw  so  much  of  the  cable 
into  the  ship  as  that  she  will  be  almost  perpendicularly  over  her  anchor.— 
To  heave  tight  or  taut,  to  turn  the  capstan  round  till  the  rope  or  cable 
becomes  straightened. — To  heave  the  lead,  to  throw  the  lead  overboard,  in 
order  to  find  the  depth  of  water.— 2"o  heave  the  log,  to  throw  the  log  over- 
boaid,  in  order  to  find  the  velocity  of  the  ship.— //eav«  the  eapetan,  that  is, 
turn  it  round  with  the  bars. — Heave  handsomely,  heave  g^tly  or  leisurely. 
Meave  hearty,  heave  strong  and  quick. 


1 


106 


THOMPSON'S  OOABT   PniOT. 


Heave  of  the  ten,  in  th'f  power  that  the  hwoII  of  the  nea  han  upon  a  nhip  in 
drivinff  her  out,  or  faiitcr  on,  in  her  course,  and  for  which  allowance  i* 
made  in  tho  day'H  work. 

Heel  or  intiine. — Sfu  heels  to  port,  that  is,  inclines  or  lays  down  upon  her 
larboard  or  loft  side. 

Helm,  the  instrument  by  whioh  the  ship  is  steered,  and  includes  both  the 
whool  and  the  tiller  as  one  general  term. — Helm't  a4ee,  that  is,  the  tiller  is 
quite  down  to  leeward. 

High  and  dry,  the  situation  of  u  ship  when  so  far  run  aground  as  to  be 
■een  dry  upon  the  strand. 

HUeh,  to  make  fast. 

Hoist,  to  haul,  sway,  or  lift  up. 

Hold,  is  the  space  between  the  lower  deck  and  the  bottom  of  the  ship, 
where  h,er  cargo,  etc.,  lie. 

To  ttow  tits  JuM,  is  to  place  the  things  in  it. 

To  hold  its  own,  is  applied  to  the  relative  situation  of  two  ships  when 
neither  advances  upon  the  other ;  each  is  then  said  to  hold  its  ottn.  It  is 
likewise  said  of  a  ship,  which,  by  means  of  contrary  winds,  cannot  make  a 
progress  towards  her  destined  port,  but  which,  however,  keeps  nearly  the 
distance  she  had  already  run. 

Home  implies  the  proper  situation  of  any  object ;  as.  To  haul  home  the 
topsailrsheets,  in  to  extend  the  bottom  of  the  topsail  to  the  lower  yard,  by 
means  of  the  sheets.  In  stowing  a  hold,  a  cask,  etc.,  in  said  to  be  home, 
when  it  lies  close  to  some  other  object. 

HiiUe,  a  ship  without  ma«ts  or  rigging ;  also  a  vessel  employed  in  the 
removal  of  masts  into  or  out  of  ships  by  means  of  sheers,  from  whence  it  i* 
called  a  sheer  hulk. 

Horse,  a  rope  reaching  from  the  middle  of  a  yard  to  its  arms  or  eztremi* 
ties,  for  the  men  to  stand  on  when  they  are  loosing,  reefing,  or  furling  a 
■ail. 

HuU  of  the  ship,  the  body  of  it. — To  lay  a-huU  is  to  lay  to  with  only  » 
small  sail,  in  a  gale  of  wind. — To  huU  a  vessel,  is  to  fire  a  shot  into  any  part 
of  her  hull. 

HuU  doien,  is  when  a  ship  is  so  far  off  that  you  can  only  see  her  masts. — 
To  hull  a  ship,  to  fire  cannon  balls  into  her  hull  within  the  point-blank 
range. — HuU  to,  the  situation  of  a  ship  when  she  lies  with  all  her  saiU 
furled,  aa  in  trying. 


f 


Is  STATB.    See  To  heave  in  stays. 

Jamiono,  the  act  of  inclosing  any  object  between  two  bodies,  so  as  to 
render  it  immovable. 
Jeer-blocks,  the  blocks  throngh  which  jeers  are  reeved. 
Jetrs,  the  ropes  by  which  the  lower  yards  are  suspeaded. 


! 


^1 


TROMPiOtt^t  ODABT  PILOT. 


157 


. 


Jih,  th«  foreniMt  ■ail  of  a  iihip,  lot  upon  a  boom  which  runii  nut  upon  tha 
bownprlt 

JA-boom,  a  spar  that  runa  out  upon  tha  bowsprit.  , 

Jottf-boat,  a  naall  boat. 

Jvmk,  old  cable,  or  old  rop«. 

Jnry-nui$t,  a  temporarj  or  ocoanional  raaiit,  erMit«d  in  a  ship  in  the  place 
of  one  which  has  been  carried  away  by  accident,  etc. 


Krdob,  a  Bmall  unohor  with  an  iron  itock. 

Keti,  the  principal  piece  of  timber  in  a  ship,  which  is  usually  first  laid 
on  the  blocks  in  building. 

Ked-havl,  to  drag  a  person  backwards  and  forwards  under  a  ship's  keel 
for  certain  oifenses. 

KtekUd,  any  part  of  a  cable  oorered  OTcr  with  old  ropes,  to  prerent  ita 
■arface  from  rubbing  against  the  ship's  bow  or  fore-foot. 

To  keep  tueay,  to  alter  the  ship's  course  to  one  rather  more  large,  for  a 
little  time,  to  avoid  some  ship,  danger,  etc. — "  Keep  ateay  !"  is  likewise  said 
to  the  steersman  who  is  apt  to  go  to  windward  of  the  ship's  course. —  To 
keep  full,  to  keep  the  sails  distended  by  the  wind. — To  keep  hold  of  the  land, 
to  steer  near  to  or  in  sight  of  the  land. — To  keep  off,  to  sail  off,  or  keep  at  a 
distance  firom  the  shore. — To  keep  the  land  aboard,  the  same  as  to  keep  hold 
of  the  land. — To  keep  the  luff,  to  continue  close  to  the  wind.  To  keep  ths 
wind,  the  same  as  to  keep  the  luff. 

Kdton,  a  piece  of  timber  forming  the  interior  of  the  keel,  being  laid 
on  the  middle  of  the  floor  timbera  immediately  over  the  keel,  and  serving 
to  unite  the  former  to  the  latter. 

Kentledge,  pigs  of  iron  for  ballast,  laid  upon  the  floor,  near  the  kelson, 
fore  and  aft. 

Kenk,  a  sort  of  twist  or  turn  in  a  cable  or  rope. 

Knippere,  a  large  kind  of  plaited  rope,  which,  being  twisted  round  th« 
messenger  and  cable  in  weighing,  binds  them  together. 

Knot,  a  division  of  th^  log^line,  answering,  in  the  calculation  of  the  ahip'a 
velocity,  to  one  mile. 

Kumatage,  a  bright  appearance  in  the  horizon,  under  the  sun  or  moon, 
•rising  from  the  reflected  light  of,  those  bodies  from  the  small  rippling 
waves  on  the  surface  of  the  water. 


Vl 


To  LABOR,  to  roll  or  pitch  heavily  in  a  turbulent  sea. 

Laden  in  bulk,  freighted  with  a  cargo  not  packed,  but  lying  loose,  aa  oom, 
•alt,  etc. 

Laid  up,  the  situation  of  a  ship  when  moored  in  a  harbor,  for  want  of 
employ. 

Lan4faU,  the  first  land  discovered  after  a  sea  voyage.  Thus  a  good  land- 
faU  implies  the  land  expected  or  desired ;  a  bad  lan^att,  the  reverse. 

21 


iw 


THOMl'SON  8   COABT   PILOT. 


i 


lAtnd-Utfktd,  the  aituation  of  a  ship  Rurrcundcd  with  land,  no  m  to 
•xnlude  the  proNjtcct  of  iho  mh,  unlitHM  ovt>r  Home  int^rvrninx  land. 

LaniardB  of  the  iihroudii,  are  the  nmall  ropcn  at  the  onda  of  them,  bjr 
which  thoy  arc  hovo  taut  or  tijfht. 

Larboarfl,  the  loft  wide  of  a  ahip,  looking  towardu  the  head. — Port  tack, 
the  aituation  of  ii  ahip  when  aailini;  with  the  wind  blowingr  upon  her  port 
aide. 

fjuh,  to  bind. 

"Launch  hoP^  BignifioH  that  the  object  ia  high  enough,  and  muat  be  lud- 
denly  lowered. 

Laying  the  land.  A  ahip  which  inoreanea  her  diatanoe  from  the  coast,  ao 
aa  to  make  it  appear  lower  and  Hmaller,  is  said  to  lay  thf,  land. 

Ijeading  wind,  a  fair  wind  for  a  ship's  course. 

Leak,  a  chink  or  breach  in  the  sides  or  bottom  of  a  ship,  through  which 
the  water  enters  into  the  hull. 

Lee,  that  part  of  the  hemisphere  to  which  the  wind  is  directed,  to  dis* 
tinguish  it  from  the  other  part,  which  is  called  to  windward. — Lee  gage. 
A  ship  or  fleet  to  leeward  of  another  is  said  to  have  the  lee  gage. — Les 
lurehei,  the  sudden  and  violent  rolls  which  a  ship  often  takes  to  leeward,  in 
•  high  sea,  particularly  when  a  large  ware  strikes  her  on  the  weather  side. 
Lee  quarter,  that  quarter  of  a  ship  which  is  on  the  lee  side. — Lee  shore,  that 
shore  upon  which  the  wind  blows. — Lee  side,  that  half  uf  a  ship,  length- 
wise, which  lies  between  a  line  drawn  through  the  middle  of  her  length 
and  the  side  which  ia  farthest  from  the  point  of  wind. — To  leeward,  toward 
that  part  of  the  horizon  to  which  the  wind  blows. — Leeward  sJiip,  a  ship  that 
falls  much  to  leeward  of  her  course,  when  sailing  close-hauled. — Leeward 
tide,  a  tide  th^t  sets  to  leeward. 

Leeway,  the  lateral  movement  of  a  ship  to  leeward  of  her  course ;  or  the 
angle  which  the  line  of  her  way  makes  with  a  line  in  the  direction  of  her 
keel. 

To  lie  along,  to  be  pressed  down  sideways  by  a  weight  of  sail  in  a  fresh  . 
wind. 
Leeches,  the  borders  or  edges  of  a  sail. 

To  lie  to,  io  retard  a  ship  in  her  course,  by  arranging  the  sails  in  such  a 
manner  as  to  counteract  each  other  with  nearly  an  equal  effort,  and  render 
the  ship  almost  imssovable  with  respect  to  her  progressive  motion  or  head- 
way. 

Lifts,  the  rojws  which  come  to  the  ends  of  the  yards  from  the  mast-heails, 
and  by  which  they  are  suspended  when  lowered  down. 

Limbers,  or  lirnber  holes,  square  holes  cut  through  the  lower  part  of  a 

ship's  floor  timbers,  very  near  the  keel ;  forming  a  channel  for  water,  and 

oommunicating  with  the  pump-well  throughout  the  whole  length  of  the 

floor. 

Liii,  inoline. — The  ship  hat  a  list  to  port,  that  is,  she  heels  to  the  larboard. 


Thompson's  ooaht  piloop. 


159 


lag,  und  hrj-Hnf,  by  whiith  the  nhip'n  jmth  i«  nii'imured,  and  her  nXm  of 
going  aMcortaiiK'il, 

hny-hiHird,  on  which  urn  mnrlcpd  the  traniiirtionM  of  thii  ship,  which  from 
thrnrp  am  cojiifd  into  the  log-lxM)k  cvprj-  24  hours. 

,1  long  Ufa,  a  uniform  motion  of  long  wavpH.  ' 

Ixtok  out,  a  watrhful  attention  to  Homo  important  ohjnot  or  erent  that  ia 
expected  to  uri'to.  ThuH  perHonii  on  board  of  a  ithip  are  ocraaionalljr  ata- 
tionod  to  Ifxik  out  for  niifnalM,  othnr  Hhipft,  for  land,  i)t<\ 

To  Uwin,  to  appear  ubov«  thu  Hurfaou  oithor  of  the  nca  or  thn  land,  or  to 
appear  Inrfrer  than  the  roal  dlmennionN,  and  indiHtlnntly ;  an  a  diatant 
object,  a  nhip  at  sea,  or  a  mountain.  The  iihip  loom*  largo,  or  the  land 
looinn  high. 

To  looif,  to  unfurl  or  cast  loo«e  any  null. 

To  lower,  to  pase  down  gradually. 

"  Luff!"  the  order  to  the  <;teerHman  to  put  the  helm  toward*  the  lee  aid* 
of  the  ship,  in  order  to  mU  nearer  to  the  wind. 


Habt,  the  upright  timber  on  which  the  yards  and  sails  are  set 

Miuted,  having  all  her  masta  complete. 

Mend  the  urciee,  put  on  more  service. 

Mesnenger,  a  small  kind  of  cable,  which  being  brought  to  the  capstan  and 
the  cable  by  which  the  ship  rides  made  fast  to  it,  it  purchases  the  anchor. 

To  middle  a  rope,  to  double  it  into  two  equal  parts. 

Midthipt,    See  Amid»h^. 

Mirage,  an  optical  phenomenon,  arising  from  an  irregular  refraction  or 
reflection  of  the  light  near  the  horizon,  by  which  it  often  happens,  near  the 
sea  coast,  that  a  ship,  seen  at  a  distance,  appears  as  if  painted  in  the  sky, 
and  not  supported  by  the  water.  Sometimes  thn  image  of  the  ship  it 
inverted.  A  similar  effect  is  observed  in  sandy  deserts,  as  in  Egypt,  where 
the  blue  light  of  the  sky  is  reflected  upwards  from  the  heated  sands,  which 
makes  the  whole  plain  at  a  distance  appear  like  a  large  lake,  and  the  ele* 
vated  villages  appear  like  islands  in  this  lake. 

To  mist  stayn,  a  ship  is  said  to  mi»a  stay^  when  her  head  will  not  ilj  up 
into  the  direction  of  the  wind,  in  order  to  get  her  on  the  other  tack. 

Muaenmast,  the  mast  which  stands  abaft,  and  from  which  its  rigging  and 
sails  are  named ;  as  of  the  sails,  mizzen,  mizzen-top»ail,  etc.,  and  so  also  ar« 
the  other  sails,  eto.,  named  from  the  other  masts. 

Moor  is  to  secure  a  ship  with  two  anchors.  Mooring,  securing  s  ship  in 
a  particular  station  by  chains  or  cables,  which  are  either  fastened  to  an 
adjacent  shore  or  to  anchors  at  the  bottom.  Mooring  aerviee,  when  a.  abip 
is  moored,  and  rides  at  one  cable's  length,  the  mooring  service  is  th»t 
which  is  at  the  first  splice. 

Mouse,  a  kind  of  ball  or  knob,  wrought  upon  the  collar  of  the  stays. 

Mvsttr,  to  aseumble. 


'JI^B^^- 


160 


THOUPflOIf's  OOABT  FILOT. 


:, 


■\ 


^l 


To  make  n  board,  to  mn  a  certain  distance  upon  one  tack,  in  besting  to 
windward.  To  mtike  foul  water,  to  mnddy  the  water  by  running  in  shal- 
low places,  BO  that  the  ship's  keel  disturbs  the  mud  at  the  bottom.  To 
rnake  mil,  to  increase  the  quantity  of  sail  already  set,  either  by  nnreeiing 
or  by  setting  others.  To  make  etem-way,  to  retreat  or  move  with  the  stem 
foremost.  To  make  the  land,  to  discover  it  from  afar.  To  make  water,  to 
leak. 

To  man  the  yard,  etc.,  to  place  men  on  the  yard,  in  the  topa,  down  the 
ladder,  etc.,  to  execute  any  necessary  duties. 

Narbows,  a  small  passage  between  two  landa. 

Neap  tidet,  the  tides  in  the  first  and  last  quarter  of  the  moon,  which  are 
not  either  so  high,  so  low,  or  so  rapid  as  spring  tides.  A  ship  is  said  to  be 
beneaped  when  she  has  not  water  enough  to  take  her  ofiF  the  ground,  or  over 
the  bar,  etc. 

"  Near  !"  or  "  No  near  /"  an  order  to  the  steersman  not  to  keep  the  ship 
■o  close  to  the  wind. 

Nipperi,  certain  pieces  of  cordage  used  to  fasten  the  messenger  to  the 
cable  in  heaving  up  the  anchor. 

"  Nothing  off!"  a  term  used  by  the  man  at  the  oun  to  the  steersman, 
directing  him  not  to  go  from  the  wind. 

Nun  buoy,  the  kind  of  buoy  used  by  ships  of  war. 

Oakith,  old  rope  untwisted  and  pulled  open. 

Off  and  on,  when  a  ship  is  boating  to  windward,  so  that  by  one  board 
•he  approaches  towards  the  shore,  and  by  the  other  stands  ont  to  sea,  the  is 
said  to  stand  off  and  on  shore. 

Offing,  to  seaward  from  the  land.  A  thip  i$  in  the  offing,  that  is,  she  is  to 
seaward,  at  a  distance  from  the  land.  She  stands  for  the  offing,  that  is, 
towards  the  sea. 

Off'umrd,  from  the  shore,  as,  when  a  ship  lies  aground,  and  leans  to^rards 
the  sea,  she  is  said  to  heel  offward. 

On  board,  within  the  ship;  as.  He  it  eome  on  board. 

On  the  beam,  any  distance  from  the  ship  on  a  line  with  the  beams,  or  at 
right  a^g^es  with  the  keel.    See  Bearing. 

On  the  bow,  an  arc  of  the  horizon,  comprehending  about  four  points  of 
the  compass  on  each  side  of  that  point  to  which  the  ship's  head  is  directed. 
Thus  they  say,  The  thip  in  tight  beart  three  pointt  on  the  ttarboard  bow; 
that  is,  three  points  towards  the  right  hand,  from  that  part  of  the  horison 
which  is  right  ahead.    See  Bearing. 

On  the  quarter,  an  ore  of  the  horizon,  oomprehending  about  four  points 
of  the  compass  en  each  side  of  that  point  to  which  the  ship's  stem  is 
directed.    See  Onthtbow. 

Open,  the  situation  of  a  place  exposed  to  the  wind  and  sea.  It  is  also 
exprrssed  of  any  distent  object  to  which  the  sight  or  ^stsage  is  not  intsr- 
oeptsd. 


*  \ 


THOWflOS's  OOABT  PILOT. 


161 


, 


Open  Jiauue,  when  the  cables  of  a  ship  at  her  moorings  lead  straight  to 
their  reepective  anchont,  without  crossing,  she  is  said  to  ride  with  an  open 
hawte. 

(Mop,  the  deck  on  which  the  cables  are  stowed. 

Ocerboard,  out  of  a  ship ;  as,  He  fell  overboard,  meaning  he  fell  out  of,  or 
from  the  ship. 

Overgrown  tea,  is  expressed  of  the  ocean  when  the  surges  and  billows 
rise  extremely  high. 

Overhaul,  to  clear  away  and  disentangle  any  rope ;  also,  to  oome  up  with 
the  chase ;  as,  We  overhaul  her,  that  is,  we  gain  ground  on  her. 

Over-rake,  when  a  ship  at  anchor  is  exposed  to  a  head  sea,  the  waves  of 
which  break  in  upon  her,  the  waves  are  said  to  overtake  her. 

Overset,  a  ship  is  overtet  when  her  keel  turns  upwards. 

Out  of  trim,  the  state  of  a  ship  when  she  is  not  properly  balanced  for  the 
purposes  of  navigation. 

PARCBli  A  BOPR,  is  to  put  a  quantity  of  old  canvas  upon  it  before  the 
service  is  put  on.  Pared  a  team,  is  to  lay  a  narrow  piece  of  canvas  over  it 
after  it  is  caulked,  before  it  is  payed. 

Parliament  heel,  the  situation  of  a  ship  when  she  is  made  to  stoop  a  little 
to  one  side,  so  as  to  clean  the  upper  part  of  her  bottom  on  the  other  side. 
See  Boot-topping, 

Parting,  being  driven  from  the  anchors,  by  the  breaking  of  the  cable. 

Pavi,  a  short  bar  of  wood  or  iren  fixed  close  to  the  capstan  or  windlass 
of  a  ship,  to  prevent  those  engfines  from  rolling  back,  or  giving  way,  when 
they  are  charged  with  any  great  e£Fort. 

Tit  pawl  the  eapatan,  to  fix  the  pawls  so  as  to  ^trevent  the  capstan  from 
recoiling  during  any  pause  of  heaving. 

To  pay,  to  daub  or  cover  the  surface  of  any  body  with  pit^h,  tar,  etc., 
in  order  to  secure  it  from  the  injuries  of  the  weather. 

To  pay  away,  or  pay  out,  to  slacken  a  cable  or  other  rope,  so  as  to  let  it 
run  out  for  some  particular  purpose. 

To  pay  off,  to  move  a  ship's  head  to  leeward! 

To  peak  the  mizxen,  to  put  up  the  mij!zen-yard  perpendiculaf  .^|gf  th« 
mast.  '  '^-^     "  '■ 

PetUe.  Ti>ridea»tay-peak,  is  when  the  cable  and  the  forr^t^y  forma 
line.  7b  ride  a  thort  peak,  is  when  the  cable  is  so  much  in  as  to  destroy  the 
line  formed  by  the  stay-peak.  To  ride  witfi  the  yard*  a-peak,  is  to  have 
them  topped  up  by  contrary  lifts,  so  as  to  represent  St.  Andrew's  cross. 

Pennant,  the  long  narrow  flag  worn  at  the  mast-head  by  all  ships  of  the 
navy.  Brace  pennante  are  those  ropes  which  secure  the  brace-blocks  to  the 
yard-arms,  and  are  in  general  double,  so  thut,  in  case  of  one  being  shot 
away,  the  other  may  secure  the  yard  in  its  proper  position. 

Broad  pennant,  a  broad  flag,  terminating  in  a  point,  uaed  to  distinguish 
the  chief  of  a  squadron. 


162 


THOMPSON'S  ooAarr  pilot. 


PUfhing,  the  movement  of  a  ship,  bf  which  she  plung«fl  her  head  and 
after  part  alternately  into  the  hollow  of  the  sea. 

Point-blank,  the  direction  of  a  gvn  when  leveled  horizontally. 

Points,  a  number  of  plaited  ropes  made  fast  to  the  sails  for  the  purpose 
of  reefing. 

Poop,  the  highent  and  aftermoHt  deck  of  a  ship. 

Pooping,  the  shock  of  a  high  and  heavy  sea  upon  the  stem  and  quarter  of 
a  ship,  when  she  scuds  before  the  wind  in  a  tempest. 

Port,  a  name  given,  on  some  occasions,  to  the  larboard  side  of  the  ship ;  as 
Tlie  shiplieels  to  port,  Top  the  yards  to  port,  etc. ;  also,  a  harbor  or  haven. 

Ports,  the  holes  in  tho  ship's  sides  from  which  the  guns  are  fired. 

"Port  tlie  Iielm!"  the  order  to  put  the  helm  over  to  the  larboard  side. 

Port-last,  the  gunwale. 

Press  of  sail,  all  the  sail  that  a  ship  can  set  or  carry. 

Preventer,  an  additional  rope  employed  at  times  to  support  any  other, 
when  the  latter  suffers  an  unusual  strain,  particularly  when  blowing  fresh, 
or  in  a  gale  of  wind. 

Pudding  and  dolphin,  a  large  and  lesser  pad  made  of  ropes,  and  put 
round  the  mast  under  the  lower  yards. 

Purchase,  any  sort  of  mechanical  power  employed  in  raising  or  moving 
heavy  bodies. 

QUABTERS,  the  respective  stations  of  the  ofBcers  and  people  in  time  of 
action. — Quartering,  distributing  the  men  into  different  places. — Quarter' 
bill,  the  list  of  the  ship's  company,  with  their  stations  for  action  noticed. 

Quarter-wind  is  when  the  wind  blows  in  from  that  part  of  the  horizon 
situated  on  the  quarter  of  the  ship.     See  On  the  quarter. 

Quoil. — See  To  coil  the  cable,  etc. 


w 


To  RAISE,  to  elevate  any  distant  object  at  sea  by  approaching  it ;  thus  to 
raise  the  land  is  used  in  opposition  to  lay  tfu  land. 

To  rake,  to  cannonade  a  ship  at  the  stem  or  head,  so  that  the  balls  scoor 
the  whole  length  of  the  decks. 

Range  of  cable,  a  sufficient  length  of  cable  drawn  upon  deck  before  the 
anchor  is  cast  loose,  to  admit  of  its  sinking  to  the  bottom  without  any 
check. 

Hotlines,  the  small  ropes  &stened  to  tho  shrouds,  by  which  the  men  go 
aloft. 

Beach,  the  distance  between  any  two  points  on  the  banks  of  a  river, 
wherein  the  current  flows  in  an  uninterrupted  course. 

"  Ready  about  /"  a  command  of  the  boatswain  to  the  crew,  and  implies 
that  all  hands  are  to  be  attentive,  and  at  thoir  stations  for  taking. 

Rear,  the  last  division  of  a  squadron,  or  the  last  squadron  of  a  fleet.  It 
is  applied  likewise  to  the  last  ship  of  a  line,  squadron,  or  division. 


THOMPSON'S  OOAST   PILOr. 


163 


iieef,  part  of  a  sail,  from  one  row  of  eyelet-holes  to  another.  It  is  applied 
likewise  to  a  chain  of  rocks  lying  near  the  surface  of  the  water. 

Reefing,  the  operation  of  reducing  a  sail  by  taking  in  one  or  more  of  the 
reefs. 

To  reeve,  t  >  pass  the  end  of  a  rope  through  any  hole,  as  the  channel  of  a 
block,  the  ck   ity  of  a  thimble,  etc. 

Rendering,  the  giving  way  or  yielding  to  the  efforts  of  some  mechanical 
power.    It  is  used  in  opposition  to  jamming  or  $lieking. 

Ribt  of  a  »hip,  a  figurative  expression  for  the  timbers. 

lUde  at  anehw,  is  when  a  ship  is  held  by  her  anchors,  and  is  not  driven 
by  wind  or  tide. — To  ride  athtmrt,  is  to  ride  with  the  ship's  side  to  the  tide. 
— To  ride  haune  fallen,  is  when  the  water  breaks  into  the  hawse  in  a  rough 
sea. 

Rigging,  a  general  name  given  to  all  the  ropes  employed  to  support  the 
masts,  to  extend  or  reduce  the  sails,  or  to  arrange  them  to  the  disposition 
of  the  wind. 

Righting,  restorng  the  ship  to  an  upright  position,  either  after  she  has 
been  laid  on  a  careen,  or  after  she  has  been  pressed  down  on  her  side  by 
the  wind. 

To  right  the  luim,  is  to  bring  it  into  midships,  after  it  has  been  pushed 
either  to  starboard  or  larboard. 

Rigging  out  a  boom,  the  running  out  a  pole  at  the  end  of  a  yard,  to  extend 
the  foot  of  a  sail. 

To  rig  the  eapstan,  to  fix  the  bars  in  their  respective  holes. 

Road,  a  place  near  the  land  where  ships  may  anchor,  but  which  is  not 
sheltered. 

Robandt,  or  rope  bands,  short,  flat  pieces  of  plaited  rope,  having  an  eye 
worked  at  one  end.  They  are  used  in  pairs  to  tie  the  upper  edges  of  the 
square-sails  to  their  respective  yards. 

Rolling,  the  motion  by  which  a  ship  rocks  from  side  to  side  like  a  cradle. 

Rough  tree,  a  name  applied  to  any  n'asi,  yard,  or  boom,  placed  in  merr 
chant  ships,  as  a  rail  or  fence  above  the  vessel's  side,  from  the  quarter-deck 
to  the  forecastle. 

Rounding  in,  the  pulling  upon  any  rope  which  passes  through  one  or 
more  blocks  in  a  direction  nearly  horizontal;  as.  Round  in  the  teeatlter- 
braces. 

Rounding,  old  ropes  fastened  on  the  cable,  near  the  anchor,  to  keep  it 
from  chafing. 

Round  turn,  the  situation  of  the  two  cables  of  a  ship  when  moored,  after 
they  have  been  several  times  crossed  by  the  swinging  of  the  ship. 

Rounding  up,  similar  to  rounding  in,  except  that  it  was  applied  to  ropes 
and  blocks  which  act  in  a  perpendicular  direction. 

Rousing,  pulling  up  a  cable  or  rope  without  the  aesistanoe  of  tackles. 

To  row,  to  movs  a  boat  with  oars. 


!• 


164 


THOMPSON'S  COAST  PILOT. 


Boteloek,  the  niche  in  a  boat's  side,  in  which  the  oan  are  nsed. 

Rudder,  the  machine  by  which  the  nhip  is  steered. 

Run,  the  aftermost  pert  of  a  ship's  bottom,  where  it  gprows  extremely 
narrow  as  the  stem  approaches  the  stem-post. — Run  is  also  the  distance 
sailed  by  a  ship ;  and  is  likewise  used  by  sailors  to  imply  the  agreement  to 
work  a  single  passage  from  one  place  to  another. 

7b  run  out  a  tearp,  to  carry  the  end  of  a  rope  out  from  a  ship,  in  a  boat, 
and  fasten  it  to  some  distant  object,  so  that  by  it  the  ship  may  be  remored 
by  pulling  on  it. 

To  8AO  TO  LEEWARD,  to  make  considerable  lee-way. 

Bailing  trim  is  expressed  of  a  ship  when  in  the  best  state  for  sailing. 

She  aandt  or  »end$,  when  the  ship's  head  or  stern  falls  deep  in  the  trough 
of  the  sea. 

Scanting,  the  yariation  of  the  wind,  by  which  it  becomes  unfavorable,  to 
a  ship's  making  great  progress,  as  it  deviates  firom  being  large,  and  obliges 
the  vessel  to  steer  close-hauled,  or  nearly  so. 

Seud,  to  go  right  before  the  wind ;  and  going  in  this  direction  without 
any  sail  set,  is  called  spooning. 

Seutlling,  cutting  large  holes  through  the  bottom  or  sides  of  a  ship,  either 
to  sink  her,  or  to  unlade  her  expeditiously  when  stranded. 

Sea,  a  large  wave  is  so  called.  Thus  they  say  a  heavy  tea.  It  implies  like- 
wise, the  agitation  of  the  ocean ;  as,  a  great  tea.  It  expresses  the  direction 
of  the  waves ;  as,  a  Tuead  tea.  A  long  tea  means  a  uniform  and  steady  motion 
of  long  and  extensive  waves;  a  lihort  tea,  an  the  cmitnury,  is  when  they  run 
irregularly,  broken,  and  interrupted. 

Sea^boat,  a  vessel  that  bears  the  sea  firmly,  without  straining  her  masta, 
etc. 

Sea-elothes,  jackets,  trousers,  etc. 

Sea-mark,  a  point  or  object  on  shore  conspicuously  seen  at  sea. 

Sea^room,  a  sufficient  room  distance  from  the  coast  or  any  dangerous 
rocks,  etc.,  so  that  a  ship  may  perform  all  nautical  operations  without 
danger  of  shipwreck. 

Seite,  to  bind  or  make  fast. 

Serve,  to  wind  something  about  a  rope  to  prevent  it  from  chafing  or  fret- 
ting.   The  teniee  is  the  thing  so  wound  about  the  rope. 

Setting,  the  act  of  observing  the  situation  of  any  distant  object  by  the 
compass. 

7b  tet  aait,  to  unfurl  and  expand  the  sails  to  the  wind,  in  order  to  give 
motion  to  the  ship. 

7b  let  up,  to  incienje  the  tension  of  the  shrouds,  back-stays,  etc.,  by 
tackles,  laniards,  etc. 

Settle,  to  lower ;  as,  SMle  the  topuil  haUiardt;  lower  them. 

7b  letUe  the  land,  to  lower  in  appearance.  It  is  synonymous  with  to  lay 
the  land. 


tuompson's  ooabt  I'lLirr. 


106 


W 


Shank,  the  beam  or  shaft  of  an  anchor. 

bhank-painter,  the  ropo  by  which  the  shank  of  the  anchor  is  held  up  to 
the  ship's  side ;  it  is  also  made  fast  to  a  piece  of  iron  chain,  in  which  the 
shank  of  the  anchor  lodges. 

To  shape  a  course,  to  direct  or  appoint  the  track  of  a  ship,  in  ordor  to 
prosecute  a  voyage. 

Sheer.  Tho  sheer  of  a  ship  is  the  curve  that  is  between  the  head  and  the 
stem  upon  her  side. — The  ship  sheers  abmit;  that  is,  she  goes  in  and  out. 

To  shMr  off,  to  remove  to  a  greater  distance. 

Sheers  are  spars  lashed  together,  and  raised  up,  for  the  purpose  of  getting 
out  or  in  a  mast. 

Sheet,  a  rope  fastened  to  one  or  both  of  the  lower  comers  of  a  sail,  in 
order  tt>  extend  and  retain  it  in  a  particular  situation.  When  a' ship  sails 
with  a  side  wind,  the  lower  comers  of  the  main  and  fore-sails  are  fastened 
by  a  taek  and  a  she^,  the  former  being  to  windward,  and  the  latter  to  lee- 
ward. The  tack  is  never  used  with  a  stem  wind,  whereas  tho  sail  is  never 
spread  without  the  assistance  of  one  or  both  of  the  sheets.  The  staysails 
and  studdingsails  have  only  one  tack  and  one  sheet  each.  The  staysail-tacks 
are  fastened  forward,  and  the  sheets  drawn  aft,  but  the  studdingsail-tooks 
draw  the  outer  comer  of  the  sail  to  the  extremity  of  the  boom,  while  tho 
sheet  is  employed  tc  extend  the  inner  comer. 

To  sheet  home,  to  haul  the  sheets  of  a  sail  home  to  the  block  on  the  yard- 
arm. 

To  sAfft  Oie  helm,  to  alter  its  position  from  right  to  left,  or  from  left  to 
right 

7b  sh^  to  take  any  person,  goods,  or  thing  on  board.  It  also  implies  to 
fix  any  thing  in  its  proper  place ;  as,  7b  ship  the  oars,  to  fix  them  in  their 
rowlocks. 

Ship-shape,  in  a  seamanlike  manner ;  as.  That  nuut  is  not  rigged  ship-shape; 
Put  her  about  ship-shape,  etc. 

SMnering,  the  state  of  a  sail  when  fluttering  in  the  win4. 

Shoal,  shallow. 

Shoe  of  (he  anchor,  a  small  block  of  wood,  convex  on  the  back,  and  hav 
ing  a  hole  sufficiently  large  to  contain  the  point  of  the  anohor-fiuke  on  the 
fore  side :  it  is  used  to  prevent  the  anchor  from  tearing  the  planks  on  the 
ship's  bow,  when  ascending  or  descending. 

To  shoot  ahead,  to  advance  forward. 

Shore,  a  general  name  for  the  seacoast  of  any  country. 

7b  shorten  sail,  used  in  opposition  to  make  taS. 

Shrouds,  a  range  of  large  ropes  extended  from  the  mast-heads  to  the 
right  and  left  sides  of  a  ship,  to  support  the  masts,  and  enable  them  to 
carry  sail. 

Sinnett,  a  small  plaited  rope  made  from  rope-yams. 

22 


■ 


166 


TIIOMI'SON  8   COA8T   PILOT. 


i 


8Uuk-waUr,  the  interval  between  the  flux  and  rrflux  of  the  tide,  wh««  no 
motion  is  perceptible  in  the  water. 

UlaUli  M  applied  to  the  period  of  a  transitory  breeze. 

To  $Up  the  cable,  to  let  it  run  quite  out,  whnn  there  is  not  time  to  wcifirh 
the  anchor. 

To  tlue,  to  turn  any  cylindrical  piece  of  timber  about  it«  axis,  without 
removing  it ;  thus,  to  riue  a  nuut  or  boom,  \b  to  turn  it  in  its  cap  or  boom- 
iron.     Also,  to  turn  any  package  or  cask  round. 

Sound,  to  try  the  depth  of  water. 

Sounding-line,  a  line  to  sound  with,  which  is  marked  in  the  following 
manner : — Black  leather  at  2  and  'A  fathoms ;  white  at  5 ;  red  at  1 ;  black 
at  10 ;  w^ite  at  13  (some  seamen  use  black  at  10  and  13) ;  white  at  15  as  at 
5 ;  red  at  17  as  at  7 ;  two  knots  at  10  fathoms,  and  an  additional  knot  at 
every  ten  fathoms,  with  a  single  knot  midway  between  each  10  fathoms,  to 
mark  the  line  at  every  5  fathoms. 

To  tpiU  the  mizzen,  to  let  go  the  sheet  and  peak  it  up. 

T^  tpill,  to  discharge  the  wind  out  of  the  cavity  or  belly  of  a  sail,  when 
it  is  drawn  up  in  the  brails,  in  order  to  furl  or  reef  it. 

SpiUing-lintt  are  ropes  contrived  to  keep  the  sails  from  being  blown  away, 
when  they  are  clewed  up  in  blowing  weather. 

Splice,  to  make  two  ends  of  ropes  fast  together  by  untwisting  them,  and 
then  putting  the  strands  of  one  piece  with  the  strands  of  the  other. 

tpUt,  the  state  of  a  sail  rent  by  the  violence  of  the  wind. 

Spoon-drtft,  a  sort  of  showery  sprinkling  of  the  sea  water  swept  from  the 
surface  of  the  waves  in  a  tempest,  and  flying  like  a  vapor  before  the  wind. 

Spray,  the  sprinkling  of  a  sea,  driven  occasionally  from  the  top  of  a 
wave,  and  not  continual  as  a  spoon-drift. 

To  spring  a  incut,  yard,  ete.,  to  crack  a  mast,  yard,  ete.,  by  means  of 
straining  in  blowing  weather,  ho  that  it  is  rendered  unsafe  for  use. —  2  b 
tpring  a  leak.  When  a  leak  first  commences,  a  ship  is  said  to  spring  a  leak. 
To  spring  the  luff.  A  ship  is  said  to  tpring  her  luff,  when  she  yields  to  the 
efi&)rt  of  the  helm,  by  sailing  nearer  to  the  wind  than  before. 

Spring-stays  are  rather  smaller  than  the  stays,  and  placed  above  them, 
and  intended  to  answer  the  purpose  of  the  stay,  if  it  should  be  shot  atray, 
ete. 

Springtides  are  the  tides  at  new  and  full  moon,  which  flow  highest  and 
ebb  lowest. 

Spurling-Une  is  a  line  that  goes  round  a  small  barrel  abaft  the  barrel  of 
the  wheel,  and,  coming  to  the  firont  beam  of  the  poop-deck,  moves  the  tell- 
tale with  the  turning  of  the  wheel,  and  keeps  it  always  in  such  a  position 
aa  to  show  the  position  of  the  tiller. 

I^imr-shoes  are  huge  pieces  of  timber  wliich  come  abaft  the  pump-well. 

Squall,  a  sudden,  violent  blast  of  winil. 


THOMWoNS  (y)A9T  rir,<Tr. 


K,7 


Sqiiarf.  This  term  is  applied  to  yturils  that  aru  very  long,  w  taunt  in  to 
"hifih  mufltH, 

To  nijtitirf  the  ynrtUt,  to  brace  the  yards  so  that  they  may  hang  ut  right 
anglcH  with  the  keel. 

To  Htaiul  on,  to  continue  advancing. —  To  ttUindin,  to  advance  towurda  the 
shore. — To  ttand  off,  to  recede  from  the  shore. 

Ntarbwird,  the  right-hand  side  of  a  ship,  when  looking  forward. — SUtr- 
bwird  taek.  A  ship  m  said  to  be  on  the  Htarboard  tack  when  nailing  with 
the  wind  blowing  upon  her  starboard  side. 

"Starboard  the  helm .'"  an  order  to  push  the  helm  to  the  starboard  side. 

To  tttay  a  ithip,  to  arrange  the  sails  and  move  the  rudder  so  as  to  bring  iho 
ship's  head  to  the  direction  of  the  wind,  in  order  to  get  her  on  the  other 
taok.  • 

Stay»,  large  ropes  coming  from  the  mafrt-hetid  down  before  the  masts,  to 
prevent  them  from  springing,  when  the  ship  is  sending  deep. 

"Steady  !"  the  order  to  the  helmsman  to  keep  the  sliip  in  the  dircution 
she  is  going  at  that  instant. 

Steering,  the  art  of  directing  the  ship's  way  by  the  movement'  of  the 
helm. 

Steerage-way,  such  degree  of  progressive  motion  of  a  ship  as  will  give 
effect  to  the  motion  of  the  helm. 

Stem,  a  circular  piece  of  timber,  into  which  the  two  sides  of  a  ship  are 
united  at  the  fore  end ;  the  lower  end  is  scarfed  to  the  keel,  and  the  bow- 
sprit rests  on  the  upper  end. 

To  item  the  tide.  When  a  ship  is  sailing  against  the  tide,  at  such  a  rate 
as  enables  her  to  overcome  its  power,  she  is  said  to  »tem  the  tide. 

Steese,  turning  up. — The  bowsprit  sleevee  too  much,  that  is,  it  is  too 
upright. 

Sternfiut,  a  rope  confining  a  ship  by  her  stem  to  a&y  other  ship  or  to  a 
wharf. 

Sternmoat,  the  farthest  astern,  opposed  to  fieadnuml. 

Stem-way,  the  motion  by  which  a  ship  falls  back  with  her  stem  foremost. 

Stiff,  the  condition  of  a  ship  when  she  will  carry  a  great  quantity  of  sail 
without  hazard  of  oversetting.    It  is  used  in  opposition  to  crank. 

Stoppers,  a  large  kind  of  ropes,  which,  being  fastened  to  the  cable  in 
different  places  abaft  the  bitts,  are  an  additional  security  to  the  ship  at 
anchor. 

To  stow,  to  arrange  and  dispose  a  ship's  cargo. 

Strand,  ono  of  the  twists  or  divisions  of  which  a  rope  is  composed.  It 
also  implies  the  sea  beach. 

Stranded.  This  term,  speaking  of  a  cable  or  rope,  signifies  that  one  of 
its  strands  is  broken ;  applied  to  a  vessel,  it  means  that  she  is  run  aground 
and  is  lost. 


168 


TIIOMFflON'B  OOABT  PILOT. 


f 


To  gtr&im  Oie  himf,  to  let  it  fall  from  the  ship's  side  into  the  water,  pr»' 
vioualy  to  cai*tinff  anchor. 

"Stretch  out  /"  a  term  used  to  men  in  a  boat  when  thcjr  should  poll 
strong.  ' 

To  utrikf;  to  lower  or  let  down  anything ;  used  emphatically  to  denote 
the  lowering  of  colors  in  token  of  surrender  to  a  victorious  enemy. 

To  strike  Hounding,  to  touch  ground  when  endeavoring  to  find  the  depth 
of  water. 

Sued,  or  $ewed.  When  a  ship  is  on  shore,  and  the  water  leaver  her 
she  is  said  to  be  mted;  if  the  water  leaves  her  two  feet,  she  mus  or  is  mted 
two  feet. 

Surf,  the  swell  of  the  sea  that  breaks  upon  the  shore  or  on  any  roclc. 

To  »urge  the,  aipglan,  to  slacken  the  rope  heaved  round  upon  it. 

Swap  aitny,  hoist. 

SuseU,  the  fluctuating  motion  of  the  sea,  either  during  or  after  a  storm. 

Sitceping,  the  act  of  dragging  the  bight  or  loose  part  of  a  rope  along  the 
surfiuse  of  the  ground,  in  a  harbor  or  road,  in  older  to  drag  up  somethings 
lost.  \  \ 

Smnging,  the  act  of  a  ship's  turning  round  her  anchor  at  the  change  of 
wind  or  tide. 

To  TACK,  to  turn  a  ship  about  from  one  tack  to  another,  by  bringing  her 
head  to  wind. 

Tajferel,  the  uppermost  part  of  a  ship's  stem. 

Taking  in,  the  act  of  furling  the  sails,  used  in  opposition  to  setting. 

Taking  abaek. — See  Aback. 

Tamkin,  or  tomkin;  tampion,  or  tompion,  the  bung  or  piece  of  wood,  by 
by  which  the  mouth  of  a  cannon  is  filled  to  keep  out  wet. 

TarpnuUn,  a  cloth  of  canvas  covered  with  some  tar  or  some  other  com- 
position, so  OS  to  make  it  water-proof. 

Taut,  improperly,  though  very  generally,  used  for  tighi. 

Taunt,  high,  or  tall;  particularly  applied  to  masts  of  extraordinary 
length. 

Tell-tale,  an  instrument  which  traverses  upon  on  index  in  front  of  the 
poop-deck,  to  show  the  position  of  the  tiller. 

Tending,  the  turning  or  swinging  of  a  ship  round  her  anchor  in  a  tide- 
way at  the  beginning  of  ebb  and  flood. 

Thujart. — See  Atkwart. 

Thtoartshipg. — See  Athwart-4hip». 

"  Th%u!"  an  order  to  the  helmsman  to  keep  the  ship  in  her  present  situ- 
stion,  when  sailing  with  a  scant  wind. 

To  tide,  to  work  in  or  oat  of  a  river,  harbor,  or  channel,  by  &vor  of  the 
tide,  anchoring  whenever  it  becomes  adverse. 

Tida  t<  up,  to  go  with  the  tide  against  the  wind. 


THOMFeON  B   0OA8T   PILOT. 


169 


by 


Tide-way,  that  part  of  the  river  in  whioh  the  tide  obb«  and  flowi 
■trongly. 

Tier,  a  row ;  aa,  a  tier  of  guns,  a  tier  of  cankn,  a  tier  of  nhipn,  etc. —  Tier  of 
a  cable,  a  rango  of  the  fakoa  or  windingH  of  a  cnblo  which  are  laid  within 
one  another,  in  a  horizontal  position. — Cable  tier,  the  xpaco  in  the  midat 
of  a  cable  when  it  is  ooiled ;  also  the  place  in  which  it  is  coiled. 

Tiller,  a  larg^e  piece  of  wood,  or  a  bea^',  put  into  the  head  of  the  rudder, 
and  by  means  of  which  the  rudder  is  moved. 

Topping,  pulling  one  of  the  ends  of  a  yard  higher  than  the  other. 

Tart,  or  taut,  signifies  tight. 

To  tow,  to  draw  a  ship  in  the  water  by  a  rope,  fixed  to  a  boat  or  other 
■hip  which  is  rowing  or  sailing  on. 

Tow4in^,  a  small  hawser  or  rope,  used  to  remove  a  ship  from  one  part  of 
a  harbor  to  another. 

Trajuonu,  certain  beams  or  timbers  extended  across  the  stern-post  of  a 
ship  to  strengthen  hey  after-part,  and  to  give  it  the  figure  most  suitable  to 
the  service  for  which  she  is  calculated. 

Trawrte,  to  go  backwards  and  forwards. 

Treenaffa  or  trunneU,  long  wooden  pins  employed  to  connect  the  planka 
of  the  ship's  side  and  bottom  to  the  corresponding  timbers. 

Trice,  trice  up,  to  haul  up  and  fasten. 

Trim,  the  state  or  disposition  by  which  a  ship  is  best  calculated  for  the 
purposes  of  navigation. — To  trim  the  hold,  to  arrange  the  cargo  regularly. — 

To  trim  the  sails,  to  dispose  the  sails  in  the  best  arrangement  for  the 
course  which  a  ship  is  steering. 

To  trip  the  anchor,  to  loosen  the  anchor  from  the  ground,  either  by  design 
or  accident. 

Trough  of  (he  sea,  the  hollow  between  two  waves. 

Truck,  a  round  piece  of  wood  put  upon  the  top  of  flag-stavos,  with 
sheaves  on  each  side  for  the  halliards  of  the  flags  to  reeve  in. 

Trysail,  a  small  sail  used  by  cutters  and  brigs  in  blowing  weather. 

Turning  to  windward,  that  operation  in  sailing,  whereby  a  ship  endeav- 
ors to  advance  against  the  wind. 


situ- 

if  the 


To  CNBAliLAST,  to  discharge  the  ballast  out  of  a  ship. 

7b  unbejid,  to  take  the  sails  off  from  their  yards  and  stays ;  to  cast 
loose  the  anchor  from  the  cable ;  to  untie  two  ropes. 

To  unbitt,  to  remove  the  turns  of  a  cable  from  off  the  bitts. 

Underfoot,  is  expressed  of  an  anchor  that  is  directly  under  the  ship. 

Under  sail,  or  under  teay.  When  a  ship  is  sailing,  ahe  is  said  to  be 
under  nay. 

Under  the  lee  of  the  shore,  is  to  be  olose  under  the  shore  which  lies  to 
windward  of  the  ship. 


170 


TBOIirSOM's  CX)A8T   PILOT. 


Uitfurl,  cant  lonw  tho  gsNkct  of  tho  nail. 

To  unntoor,  to  rodiioe  a  Mhip  to  tho  Htato  ctf  riding  at  Hinglo  anchor,  after 
■ho  haa  boon  moorud. 

7b  unreete,  to  draw  a  ropo  from  out  of  a  block,  timber,  etc. 

To  unrig,  to  deprive  tho  nhip  of  her  rigifing. 

Uvrmi,  tho  piuoe  of  wood  by  whioh  the  logR  of  tho  orofoot  are  extended. 

Van,  tho  foremoHt  divinion  of  a  fleet  in  one  line.  It  ia  Ukewiiio  applied 
to  the  foremoHt  ship  of  a  diviaion. 

Vane,  a  Hmall  kind  of  flag  worn  at  onoh  maHt-head. 

To  veer,  or  teear  the  ahip,  to  ohange  a  ship's  oourec  from  one  taek  to  tho 
other,  by  turning  her  stem  to  windward. 

Veer,  to  let  out ;  as.  Veer  away  the  cable. 

Veer,  shift. — The  wind  veer$,  that 'is,  it  shifts,  changes. 

To  veer  and  haul,  to  pull  tight  and  slacken  alternately. 

Viol,  or  toyal,  a  block  through  which  the  messenger  paasea  in  weighing 
the  anchor.    A  large  messenger  is  called  a  viol. 

Wakb,  the  path  or  track  impressed  on  the  water  by  the  ship's  passing 
through  it,  leaving  a  smoothness  in  the  sea  behind  it  A  ship  is  said  to 
oome  into  the  wake  of  another,  when  she  follows  her  in  the  same  track, 
and  this  is  chiefly  done  in  bringing  ships  to,  or  in  forming  the  line  of 
battle. 

Wale$  are  strong  timbers  that  go  round  a  ship  a  little  above  her  water- 
line. 

Warp,  a  small  rope  employed  ocoasionally  to  remove  a  ship  from  one 
place  to  another. 

lb  warp,  to  remove  a  ship  by  means  of  a  warp. 

WaiM,  that  part  of  a  ship  contained  between  the  quarter-deck  and  the 
fore-eastle. 

■    Water-line,  the  line  made  by  the  water's  edge  when  a  ship  haa  her  full 
proportion  of  stores,  etc.,  on  board. 

Water-borne,  the  state  of  a  ship,  when  there  is  barely  a  sufficient  depth 
of  water  to  float  her  off  from  the  ground. 

WiUer-togged,  the  state  of  a  ship  become  heavy  and  inactive  on  the  sea, 
from  the  great  quantity  of  water  leaked  into  her. 

Water-tigTU,  the  state  of  a  ship  when  not  leaky. 

Weathe)'. — To  vuather  anything  is  to  get  to  windward  of  it.— Synony- 
mous with  windteard. 

We(Uher-beaten,  'shattered  by  a  storm, — Weather-bit,  a  turn  of  the  cable 
about  the  end  of  the  windlass. — Weather-gage.  When  a  fleet  or  ship  is  to 
windward  of  another,  she  is  said  to  have  the  weather-gage  of  her. — Wea/ther 
quarter,  that  quarter  of  the  ship  which  is  on  the  windward  side. — Weather 
side,  the  side  upon  which  the  wind  blows.  , 


\  \ 


;, 


TIIoU|>8UN'8   0UA8T    VlUn, 


m 


7b  treigh  anchor,  t..  hoave  up  an  «n.h..r  fr..m  the  h.ttom. 
^Ih  Wind  a  Mp.  u,  Chang,  her  position.  bri»»,i„K  her  h«acl  where  her  .torn 

H7n.^r^,/.  Whon  «  .hip  in  at  an.-h-.r.  and  thn  wind,  boing  a^ain-t  th. 
tide,  «  .,  Htrnnff  «.  to  ovorcomo  itn  ,H.w.r.  and  kcp  the  «h.p  t..  J..,.ward  of 
nor  anchor,  nhe  in  mid  to  be  wiiid-rotul. 

iyi»rf'*«y«,  th.- iwint  from  whi.h  the  wind  blown. 

To  uXndmrd.  toward  that  part  of  the  horizon  from  whioh  the  wind 
blows. 

mWwiarrf  <Kfe,  »,  tide  that  sets  to  windward. 

Ji"«>r*a,A^.todireotthoraovc.mont8of  a  ,hip  by  adapting  the  wiU 
«d  man^ng  the  rudder  according  to  the  course  the  .hip  hL  to  make 
wild  ""^^"^^  "'ake  a  progro«.  again.t  the  direction   of  the 

Wooled,  to  bind  round  with  ropes. 
Yabdb,  the  span  upon  which  the  .ails  are  .pread. 


a)NTENTS  TO  THOMPSON'S  COAST  PILOT. 


Magnitude  of  the  I^ke h  or  "Inland  Seiw" 18 

Tributarlm  of  the  Great  Lsken,  und  Ht.  Liiwronno  River 17 

LniKo   and  River  nuviKatiom  from   Fond-du-lao,  Lake  Hapcrior,  to  the 

Oulf  of  St.  Lawrence 18 

Courses  and  DiMtauRCH  on  Loko  Michigan 19 

From  Point  WaugoRhanoe  LighthouM  to  Bearer  Harbor 10 

From  Point  Waugoiihanae  to  Beaver  Harbor,  leaving  Hog  Island  Reef 

to  starboard 20 

Fnoa  Poimt  Waugoshance  Lighthouse  to  Chicago 20 

From  Waugoshance  Lighthouse  to  Sheboygan 20 

From  Waugoshance  ligbfchosn  to  Milwavkoa 20 

From  Waugoshance  Lighthouse  to  Chicago 21 

From  Beaver  Harbor  to  tho  Manitou  passage 23 

From  Beaver  Harbor  to  Oreen  Bay,  by  Rook  Island 22 

From  Wangeshaace  Lightliouse  to  the  Lighthouse  on  the  south  bluff 

of  Bearer  Island 23 

Directioiia  for  sailing  north  of  the  Beaver  Islands 23 

From  Seul  Choix  Point  to  Hat  Island 28 

From   St.  Helena  Island   to  abreast  of  the  Maaitious,  north  about  to 

Chicago 3t 

From  Beaver  Harbor  to  Point  Waugoshance  Lighthouse 24 

From  Waugoshance  Lighthouse  and  Northport  and  Traverse  City ...  34 

Lighthouse  in  Orand|  Traverse  Bay 2S 

From  Waugoshance  Lighthouse  to  the  village  of  Little  Traverse 2S 

Harbors  and  Anchorages 25,2$ 

Dangers 26- 

Green  Bay — From  Point  Waugoshance  Lighthouse  to  Green  Bay  Citjr,  23 
From  Washington  Harbor  to  Long  Tail  Point  Lighthouse,  by  the 

Strawberry  Island  Channel 80 

Horse  Shoe  Island  and  Eagle  Harbor 81 

Big  Sturgeon  Bay  and  Little  Sturgeon  Bay 88 

To  enter  Fox  River  by  the  lead  and  marks 88 

BigBaydeNoo 88 

SagHttboTMid  Ogontt  Bay 44 


iHM 


lipi 


174 


■ 


Of)NTKNTS. 


. 


Snail  8hcll  nftr>K)r '. nr> 

Ht.  Martin'8  IhIiukI  CUannfl W 

From  Plum  iHlaiid  to  Simd  Point,  liittht  Buy  de  N<h! 'A7 

Poverty  iHland  C'haiinol -Vt 

From  Chicajro  to  Ghmju  Bay  by  Death's   l)(K)r 37 

LlffhthouHed  on  Lake  Michifj:an  and  Green  Bay ;iK-4r» 

CourneH  and  DiHtancfH  on  the  c:wt  shore  of   Lake  Miehi>r)in ^'i 

Sailing;  Directions  for  Lake  Huron,  etc 4r»-47 

The  old  CourwiH  usually  run  by  vesHeln  on  Lake  Huron 47 

Georgian  Bay  nnd  the  Canada  side  of  liske  Huron 48-ni 

The  Duck  Ifllandn,  Lake  Huron SI 

To  run  into  G^rpian  Bay  by  Fitzwilliam  iHland 52 

Ba^inaw  Bay  and  the  Hig'hhiudH  of  Hauble 52-50 

The  Straits  of  Mackinaw  and  Micliilimackinac 5ft-58 

Sailing  Directions  for  Lake  Huron,  according:  to  the  last  surveys. . .  .SfMJl 

General  remarks 01 

Dauffers  on  Lake  Huron 02-(»4 

Harbors  of  refuge (t5-6ft 

Saw  mills  at  the  different  points  on  Lake  Huron (57 

Distances  from  Fort  Gi-atiot  to  Point  aux  Barques 07 

Lighthouses  and  Harbors  on  Lake  Huron 08-70 

Lighthouses  and  Harbora  on  the  Canada  side  of  Lake  Huron  and 

(Jeorgian  Bay 70 

To  enter  Colllngwood  Harbor,  day  or  night ; 71 

Sault  Ste.  Mario  River 71-76 

Sailing  Directions  for  Grand  Island,  according  to  the  last  surveys. .  ,78-78 

Fn»m  Marquette  to  Portage  Entry,  inside  passage 78 

From  Marquettt!  to  Portage  Entry,  outside  passaKo 79 

Prom  Manitou  Ivland  to  Copper  Harbor 80 

From  Copper  Harbor  to  Agate  Harbor 81 

Eagle  Harbor 81 

Eagle  Harbor  to  Eagle  River 82 

From  Ontonagon  to  La  Point 82 

To  run  through  the  Island  Passage  to  Fond-du-Lac 83 

To  run  into  Fond-du-Lac  Bay  to  Superior  City 88 

From  Passage  Island  Lighthouse  to  Rock  Harbor 84 

Courses  and  Distances  on  Lake  Superior 84 

Ligl'.thonses  on  Lake  Superior 85-87 

Vtkriatnm  of  the  CompMs  on  Lake  Superior 87 

St.  Clair  River 88 

Oourses  and  Distaaces  on  Lake  St.  Clair 86 

Ck>ur8eti  and  ■  Diiitane«B  on  Lake  Erie 90 

(tRiling  Directiuus  f«t  the  head  of  Lake  Erie 91 


CONTKNTR.  175 

Detroit  River JIJMW 

CtmrHt'H  and  Distances  on  tlip  nortli  sliorc  of  Diko  Erin ()'» 

LitrhthouHCN  and  Harhorn  on  Like  F.rie  on  lx)th  8hort?» 1»«-1()0 

LighthouHcs  on  the  (.-'iinadii  side  of  Lake  Erie lIM^KKi 

Coursew  and  Distauoen  on  Lake  Ontario 1(»;?-1()4 

Lighthouses  on  both  HlioroH  of  Lake  Ontario 1()4-1 13 

CoursoB  and  JJistanees  on   Lake  Ontario,  aecordiujf  to  the  Pliart  of 

Capt.  Ford,  U.  8.  Navy I i;t-l  l.') 

Variation  of  the  Compa«8  on  Lake  Ontario 115 

Table  of  DistanceH  for  the  Upper  Lakes,  from  port  to  port  in  milen,  116-117 

Distanofs  bj'  the  Grand  Trunk  Railway U7 

Appendix  to  Thompson's  Coast  Pilot 1 18-143 

Explanation  of  Nautical  Terms 14J^17l 


-f:  ,'»■. 


.[ 


fi 


t  • 


\  ' 


r'n^A.WKix^iiv  Ac  Ti.jkjsjy, 


SAIL  MAXSZHS 


AID  DIAL1B8  IH 


DUCK,  CANVAS  AND  BUNTING. 


FLAGS,    AWNINGS     AND    TBNTS 

i^A.iDTa  TO  oiax)Eia. 

■  rt'^:*'  MARINE  BLOCK,  BUFFALO,  M.  f . 


SAMT7ZZ.   A.  PHOVOOST, 


IBA.I 


TK/LJk,lE5LlSi 


DUCK,  BUNTING  AND  ROPE, 


Agent  for  Reed's  Patent  Ship  Steerer, 

AND  AMAZEEN  PATENT  WINDLASS  BREAK, 
REED  ELETATOR  BLOCK,  BUFFALO,  N.  ¥. 


1M9. 


1M9. 


ZRVINa  Ic  aARBETT. 

SHIP  BT7ZLDZXTG, 

AD  GXHSBAX.  XXPAIBING, 

With  Marine  Derrick  for  Lifting  Spars  &  Boilers, 

SPARS  &  ALL  RINDS  OF  SHIP  MATERIAL 

CONSTANTLY  ON    HAI^D. 
FOOT   OF    ISTH    STREET. 


GlOROB  iBTIItO, 

Lata  of  Glark'i  Drjr  Dock. 
HiBAN  C.   OABBBfT. 


DETROIT,  MICH. 


ANDREW  HARVEY  &  SON, 

ikND   MACBZNISTS,      - 

Wholesale  and  Betail  Dealen  in 

Finlslieil  Brass  ¥or][  for  Flutiers,  Gas  and  Steal  Fitters, 

123  S  lti5  WOODBRIDGE'ST.  WEST, 


Nbab  Fibst  St., 


BBVBtn,  iiilHi« 


jkiutt  oxtDxszts  F»,ox«F7x.-x-  ir>iriX<az}. 


ROBERT  W.  ZZITG, 


Importer  and  Wholesale  Dealer  in 


9 


9 


G-lLjJ^&B^^N-^TtlEl, 


Lanterns,  Lamps,  Wicks  and  Chimneys. 


STEAMBOATS  &  VESSELS  SUPPLIEBe 

Corner  of  Jefferson  Avenue  and  Wayne  St,, 


DUNLAP,  DONALDSON  &  CO, 

SUCCESSORS  TO  E.  KANTER, 


AKD   DEALEKS   IN 


SAILS,  AWNINfiS,  NETS,  ANCHORS,  CHAINS, 

Paiate,  Oils,  Oakum,  Packing,  &c. 
0-ROOSB.ISS    .A.XTID    PXIO'VTSZOXTS. 


A-O-miTTS     yOH. 


BitcMe's  Siirit  Coicpams  ail  niiw  Pof  er  Capstau; 


]Vos.  4  and  O  "WooclTrard  A. venue, 

OBOBQ2  DUNLAP,     {  AnVMAHII 

J.  P.  DONALPBOI7.       \  VJBTJKVITf 


1M9.  IM9. 

WM-  s.  taiiMah;  a  CO., 

MlEINl  llPOfiTlBI 

SUp  Brokers,  teal  Imrance  Apts, 


AND 


nsrOTJLE^IES    I^TJBLIO. 


Office  on  Dock  between  First  and  Cass  Sts., 


WM.  S.  TALMAN. 
EDMUND  a  WHEELKK. 


mmwm,Q)W,>  iii€M« 


Patrick  McCrane, 


) 

^ 


STEAMBOAT  JOBBING 

AT    ALL   TIMES,    IDAY    OR    NIGHT. 

No.  45  Jefferson  Ave., 

Bfludraoe,  91  Lamed  Si  West, 


*% 


GEO.  C.  CHANDLER, 

No.  1  ILAfned  Street  MTewt, 

NEAR  THE  POST  OFFICE,  P®tS«£t«  SEIOll* 

GentsTurnishing  Goods, 

MO  lUUnCTUIIER  OF  PERFECT  FITTMC 


"  '/f%ere  do  you  get  your  Shirts  ?   I 
He.vtr  Aait  one  Jit  tikeyourt." 


"  I  hart  mine  made  to  measure  at 
Chandler' t.  'Jh^  atw^yi  fit,  and  are 
the  bettmade  Shirts  lever  latv. " 


ESTABL.ISHED   APRIL,    i860. 

SHIRTS,  CIOI.LAR8,  UOSfERT,  OLOVJE8, 

I7IIIDEROIX»THIlWGf  SCARFS,  TIES, 

HANDKERCHIEFS,  U.TIHRELLAS,  CAIVE8, 

TRAVELING  BAGS,  SV^ENDERS.  SOCKS, 

EQUESTRIAN  SHIRTS  AND  TISHTS. 

Tbe  Largest,  CMcest  and  Cbeapest  Assortient  in  tbe  City. 

Shirts  Mad*  to  M«a<ur*,  and  (tnt  by  Cxpreiito  any  part  of  tha   Country. 


ir 


ar 


•■WWMMWW 


■5."-   '      .[uw.mm 


^?V^ELZ   BROTHERS, 

DEALBRH   IN 

Bi^weSf  fiat  lariwaroy 

SAWS,  NAILS  AND  HOUSEKEEPINQ  GOODS,    n 

^  MANUFAUTURBRH  OF 

Tin,  Copper  and  Sheet  Iron  Ware, 


MILL.  CIRCULilR.  CROSS  -  CUT,  AND  EVERY  OTHER  DESCRIPTION  OF 

Saws  Gummed,  Straightened,  Filed  &  Set. 
176  Woodward  Avenue,    « 


J.  C.  POTTER  (&  CO^ 


x>»>jkoa?ic^x. 


House,  Sign  &  Decorativa  PainterSi 

87    GRISWOLD    STREET, 

DETROIT,  MICH. 


A    LARGE    STOCK    OF 

WALL  PAPBRS,  WINDOW  SHADES, 

BnuheB,  Olnei,  Oils,  White  Leads.  Turpentines,  Varnishes, 

PUtmret,  amd  tverything  ptrtaining  to  like  Trade. 

CHBAPaST  HOUSE  IN  THE  CITY.  DO  NOT  FOBflET  THE  NUMBEll,  87  ORISWOLD  ST. 

RiAii  TBI  POST  orrica. 


BODCX  A  CBRZSTZa, 


^ 


MANUFACTURERS   OF 


High  and  Low  Pressure  Engines ! 


MAOHZNXSRV  OF  ALL  XZNDS 


i 


CORNER  OF  ATWiTER  AND  RIVARD  STS.,      ' 

JOHN    JENKINS, 


.pain 


Foot  or  1@  4  street, 

JOIiriMG  BBiB  OF  fiiS  WOKKS,   SSTHOZT,  liSioli. 


Small  Boats  alivays  on  Hand. 


|VPP AIRING  DONE  ON  SHOUT  NOTICE. 


ORDERS  PROMPTLY  ATTINDED  TO. 


T.  S.  BAWKS, 

Hi.  K  M  Seoeca  Street,         BvnrAM,  H.  T. 

Keeps  for  Sal*  a  very  Large  Assortment  of  , 

AMoira  Tmmm  mat  bb  rovmr 

Th§B^i*8  Coast  Piltt. 
B«w41tck*8  NaTlgaUr. 

BlMt^s  AMerican  Coast  Pilot. 

CoM«r*s  BfaTlfatioM  Slapllloi. 

Daia*s  Scaaaa's  Frientf. 
ledge  Aackor. 

Sheet  *Aichor. 
Mail  ail  Brown's  Hariie  Steam  Eaglne. 

Blnt'8  CoHBerclal  Digest  k  Sklpsiaster's  Asslstait. 
Stean  Bigiie,  Propellers,  etc.,  hj  Kiig. 
NystroH  oi  Screw  Propellers. 

Maary's  Physical  Geography  of  the  Sea. 
Llariet  oi  Seaaaashlp,  Dlscipllio,  etc. 
Steaa  aid  Narlie  Eiglae  by  Saxby. 

Naatlcal  Roitlae,  with  Short  Biles  li  Naylgatioi. 

Cadet  Eiglieer,  by  Loig  aid  Biel,  of  the  V.  S.  NaTy. 

A  Treatise  oi  Screw  Propellers,  by  Boane. 

All  of  Boirie's  Books  oi  the  Stean  Eigiie. 

/  All  of  Heiry  Carey  Balrd's  Pibllcatlois. 

A  fkll  sipply  of  Books  oi  Iroi  k  Coal. 

Also,  01  Archltectire,  Agrl^ypltire,  Mechailcal  Eigiieerlig, 

Drai^iig,  etc. 

RaTlgatioi  aid  Naitlcal  Astroioay,  by  H.  W.  Jeais, 
of  the  Boyal  Nayal  College. 


t 


l»Um  C—h^  9»m 


^B^  • 


#•!!•  <  Mk,  Jr. 

J.  COOS  <&  soxr, 

MANUFAOTURERB   OF 

BmiPBL@€K8. 

ROPE  AND  IRON  STRAPPED, 

Wktonun  4  BoiMll'i  PtUnti   Alio,  * 

Iron   Blocks,   Mast   Hoops,  Banks, 
286  Atwat9V  Stveety 


All  kindi  of  Xepuring  done  on  Short  Hotioe. 
9*  o.  ■ntvToii.  E.  HcWlifMAaio*  '•  ■•  noif ikMlki. 

Teuton,  McWilliams  &  Co., 

yyjjjJUfiy  WhelCMt*  and  RtUlt  OMiart  In  ^jD^^ 

GROCERIES,  PROVISIONS 

AND  8BIF  SVORBS, 

Veietatiles,  Frnits,  Poultry,  lift,  BreaA,  Cracbrs,  &c. 

STEAMBOATS  A  VESSELS  SUPPLIES  AT  ALL  HOURS. 


W»r9iomB  «■  PqcII,  lisal  o|  SecQjia  Street, 

STOKE,  COR.  JEFFEBSON  AYE.  &  SECOND  ST., 


^ 

.^v^ 


^m^ 
^^^ 


IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


A 


**-. 


{./ 


^ 


1.0 


1.1 


2.5 
2.2 


Li  128 
H?  134 


L25l|yi4   IM 


^.^• 
•^ 


'/ 


Photographic 

Sciences 
Corporation 


23  WIST  MAIN  STRUT 

WIBSTIR,N.Y.  14S80 

(716)  872-4303 


'<^ 


Jv 


V 


^. 


A. 


\^ 


^.'V 


>^°^*^  ^ 

^.V^ 


\ 


^^^ 
0  ^ 


■ne 


L70NS  ft  FINXfET, 


OSWEGO,  N.Y., 


Ship  Chandlers  &  Grocers 

DEALERS  IN 

HEMP  AND  MANILLA  CORDAGE, 

TAR,  PITCH,  OAKUM,  HOOKS  AND  THIMBLES,  OARS,  HAND- 
SPIKES, CAPSTAN  BARS,  BLOCEC,  fto. 


And  a  General  Assortment  of 
SBXP  AND  BOAT  STOaX» 

ALWAYS  ON  HAND. 


3a  C.  UKDANMAN  &  00, 


B 11 X  6  £t  S  A  8  * 


AT  THB 


uxrzoN  unoAT  makkbt, 

200  Woodbridge  St,  DETROIT,  MIGH. 


HP*  StMoiboatB,  Propellen  »nd  Vessels  supplied  with  fitms,  ToDgaae, 
ftiusagwi,  ftod  all  lUnds  of  the  choicest  Meats  of  the  aeison,  at  the  lowest 
paMttb^iMi.   A10O,  with  ICE. 


■MP 


CUY  F.  HINOHMAN  &  OO. 


DEALERS  IN 

Groceries  and  Provisions, 

Naval  Stores,  Paints,  Oils,  Btc, 

rut  if  GrisfftM  8L,  aid  II  111  1";  Atw il«r  K 

DBTBoiT,    -    -    -    momsAjr. 


Agents  for  Bcad*a  FttM^jMpfriM  Oaar  and  ByIvMt«r*sOap«ta9u. 
Also,  Patent  Boom  Travelwrs. 


innT    OF  lip  I 


^rTRniT.Mli-^ 


SAILS  FOR  VESSELS  OF  ANY  TONNAGE,  YACHTS 
AND  BOATS,  MADE  TO  ORDER. 

Tents  and  Awnings  put  np,  and  Warranted  to  shed  Water, 

AND  NOT  TO  MILDEW. 

None  but  the  best  materials  uaed.  Having  had  fifteen  ye>irt'  extwrienre 
In  the  bUBineas,  I  feel  confldent  that  I  can  give  perfect  8ati!)l«cli«>tt  to  all. 
Canvas,  Rope  and  Buotti^c  always  on  hand. 


Sail  Makers,  BIggers,  Etc. 


Sails, 

TentSy 
▲ixmlnss, 

Aide  wd  Bepaind 

>n  tfci  AfUttwH 

lutioe,  Mtd 

WMIMITiBTlBF4T 


Orders  BoUoiWd 


IT^  d  sad  S,  Foot 


OBO.  W.  WILSON,      i 
tons  H.  aOBBBOV.  f 


Wooaward  Avenue, 


.  iMv  r.i  Jii;,  ..vuii  ■M''':.!aT;'!'^r:-^j.ii 


Unkm  T 


^h.    BLi    kak.  Jt^JL.    Jkk 


IN  »■>» 


Works. 


"11  IT""!   I     'irr      frii-" 


No.  3  Woodwaxd  Avenue, 


HhImmi 


PBmom  Rxym 

DRY  DOCK 

J.  P.  CLARK,  Proprietor. 


I  kMp  tOMtnay  on  hand  all  kiads  of  Material 

worn  n» 

REPAimNG  OF  VESSELS  &  STEAMERS 

Aad  IkpnitBodl  Maa  to  It  tht  Work. 


DIMENSIONS  OF  DOCK: 

Length, 868 fMt    Width,68feet   Depth, Ui fset 

I ■  II I     I  '    I        II ,— —  I  f 

TXTILOOZ  B&OTBBRSy 


UXAUaa  IK  ALLJUXTM  09 

HEMP  ARO  MAHILLA  CORDAGE. 

Tat,  fMki  Mrob,  Bogks  mA  Wmbles, 

COMMON  AND  PATENT  BLOCKS. 
OJKU.  HitD-tFins  ivo  «iMri«  yam. 

Flouiv  P^rky  Smoked  Meats, 

AKO  COMPUnS  OTOCKO  09  SBIP  AMD  «OAT  BTOKKB 
Ain>  rftOVIBI098. 


ff'AJESSir^'f  TOLEDO,  OHIO. 


C.  K.  DIZON, 


t-r 


Commercial  Broker, 

Woodinrard  Avenue, 

DETROIT,  MICH. 


T«  tkMewk*  tnut  their  kutaen  wtlh  ae  f  wmM  say,  It 

Bhtll  b«  att«i4Ml  %•  witk  all  ptsslkle  prtHft- 

BMt,  eeoioay  aad  dispatch. 

TROWB&iiDOB,  WILOOZ  ft  00.» 


AND  DKALSag  IN 

€tMOeMMtMS  sUt9  P»WlSiOffS 

OUSTOK  HOT78E  BLOCK, 

Itxit  door  iMt  of  WooHrard  Ato.,  on  tho  Dods, 

DETROIT,    MICH. 

Goo<io  dtflivoroct  aC  mU  tttneB—ntifht  or  day. 


A 

Cv 

i 
1^ 


A 


i 


f£      WILLIAM  SMITH,      'A 


WT€MEB, 


AT  THB 


MARINE    MEAT   MARKET, 

JefferBon   Avenue^ 

Corner  of  First  St,  DETROIT,  MICH. 

^PStaatabofttt,  Propellers  and  VesMls  tupplied  with  Hama,  Tongues, 
SauaagM,  and  all  Unda  of  the  choicest  Meats  of  the  season,  at  the  lowest 
possiOe  prioei.    Also,  with  ICE. 

.    ■— ^-  I  ,,■■■,,—■■  ■  ,    ■,■,,■■■,         ...,■■■     ll^^.       II.. ,llt>.«  '■"'   -■'  "■ 

li.  li.  ijTroisrs, 


Ship  Chandler  and  Grocer! 

DEALER  IN 

HBMP  AND  MANILLA  CORDAGE,  TAR,  PITOH,  OAKUM, 
HOOKS  AND  THIMBLES,  COMMON  AND  PATENT 
BLOCKS,  OARS,  HAND-SPIKES,  &o.    Also, 

FLOUR,  FORK,  SMOXSB  MBAT8 

And  a  Complete  Stook  of  Ship  and  Boat  Stores, 


